WO2008029588A1 - Système de transmission de puissance pour véhicule - Google Patents

Système de transmission de puissance pour véhicule Download PDF

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Publication number
WO2008029588A1
WO2008029588A1 PCT/JP2007/065561 JP2007065561W WO2008029588A1 WO 2008029588 A1 WO2008029588 A1 WO 2008029588A1 JP 2007065561 W JP2007065561 W JP 2007065561W WO 2008029588 A1 WO2008029588 A1 WO 2008029588A1
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WO
WIPO (PCT)
Prior art keywords
planetary gear
gear
rotating element
rotating
carrier
Prior art date
Application number
PCT/JP2007/065561
Other languages
English (en)
Japanese (ja)
Inventor
Atsushi Tabata
Yuji Iwase
Takuma Kakinami
Tatsuya Imamura
Original Assignee
Toyota Jidosha Kabushiki Kaisha
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Toyota Jidosha Kabushiki Kaisha filed Critical Toyota Jidosha Kabushiki Kaisha
Publication of WO2008029588A1 publication Critical patent/WO2008029588A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2054—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed by controlling transmissions or clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/115—Stepped gearings with planetary gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/727—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path
    • F16H3/728—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with at least two dynamo electric machines for creating an electric power path inside the gearing, e.g. using generator and motor for a variable power torque path with means to change ratio in the mechanical gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L2240/507—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/0866—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft
    • F16H2037/0873—Power split variators with distributing differentials, with the output of the CVT connected or connectable to the output shaft with switching, e.g. to change ranges
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    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
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    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2043—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with five engaging means
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    • F16H2200/2048—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with seven engaging means
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a vehicle power transmission device, and in particular, when a stepped shift is performed while suppressing an increase in size as a whole, a change ratio of a gear ratio is large (wide range), and a gear change is performed. It relates to a technology that enables cross ratios in which the ratios are close to each other. Background art
  • the power distribution mechanism that distributes engine output to the first electric motor and the transmission member can be selectively switched between an operable state as an electrical continuously variable transmission and an operable state as a two-stage transmission.
  • a vehicle power transmission device is known.
  • this is the vehicle power transmission device described in Patent Document 1.
  • a stepped transmission mechanism is provided between the transmission member and the output member in addition to the second electric motor. The rotation of the input member that inputs the engine output is shifted in multiple stages and output.
  • Patent Document 1 JP 2005-206136 A
  • the present invention has been made against the background of the above circumstances, and the object of the present invention is to change the gear ratio when a stepped shift is performed while suppressing an increase in size as a whole.
  • the gist of the invention according to claim 1 for achieving the above object is that (a) a power distribution mechanism for distributing the output of the engine to the first motor and the transmission member is provided. Further, in the vehicle power transmission device in which the second electric motor and the stepped transmission mechanism are provided between the transmission member and the drive wheel, (b) the power distribution mechanism has a constant gear ratio of 2 or more. It is possible to execute two or more stepped shifts that can be determined, and achieve one or more intermediate shift steps achieved by the stepped transmission mechanism by being stepped. When the power distribution mechanism is operated as at least a two-stage transmission, a plurality of shift stages including the intermediate shift stage is achieved by switching the constant speed ratio so that the intermediate shift stage is obtained. It was made to do.
  • the invention according to claim 2 is the invention according to claim 1, wherein (a) the stepped transmission mechanism includes at least two planetary gear units, and (b) the at least two planetary gears. Part of each element of the mechanism is connected to each other to form four rotating elements, and the four rotating elements can be represented on a collinear chart that can represent the rotational speed of the four rotating elements on a straight line.
  • the first rotating element, the second rotating element, the third rotating element, and the fourth rotating element are sequentially formed from one end to the other end, the third rotating element is connected to an output member, and the second rotating element is The fourth rotation element is selectively connected to the transmission member via a first clutch element, and the first rotation element is a first brake element.
  • the second rotating element is selectively connected to a non-rotating member via a second brake element, and (c) the first and second clutch elements and the first and second brake elements are selectively connected to each other. By being engaged, it is possible to obtain four gear ratios.
  • the invention according to claim 3 includes: (a) a power distribution mechanism that distributes engine output to the first electric motor and the transmission member; and a second electric motor between the transmission member and the drive wheel.
  • the stepped transmission mechanism comprises at least two planetary gear device forces; and
  • the stepped transmission mechanism is provided in the vehicle power transmission device!
  • At least four rotating elements are required by connecting some of the elements of at least two planetary gear mechanisms together.
  • the four rotating elements are arranged in order from one end to the other on the first rotating element and the second rotating element.
  • the third rotating element and the fourth rotating element When the third rotating element and the fourth rotating element are used, the third rotating element is connected to an output member, and the second rotating element is selectively connected to the transmission member via a second clutch element, The fourth rotation element is selectively connected to the transmission member via a first clutch element, the first rotation element is selectively connected to a non-rotation member via a first brake element, and the second rotation The element is selectively connected to the non-rotating member via the second brake element, and (d) the first and second clutch elements and the first and second brake elements are selectively engaged. It is possible to obtain four gear ratios by The
  • the invention according to claim 4 is the invention according to claim 1, wherein the power distribution mechanism is controlled by controlling the stepped speed change state and the operating state of the first motor.
  • a switching device that switches between an electric differential state in which the differential state between the input shaft rotational speed and the output shaft rotational speed of the distribution mechanism is electrically controlled, and the stepped shift state and the electrical difference based on vehicle conditions
  • a control device that switches between a moving state, the power distribution mechanism is fixed to at least two gears using the switching device, and the gear is achieved only in the stepped gear state, The intermediate speed is achieved.
  • the invention according to claim 5 is the invention according to claim 4, wherein the power distribution mechanism is continuously variable by controlling an operating state of the first electric motor in an electric differential state. It operates as a speed change mechanism.
  • the invention according to claim 6 is the invention according to any one of claims 4 and 5, wherein the power distribution mechanism is electrically operated based on drive power or drive torque required for the vehicle. It is characterized in that it can be selectively switched between a differential type and a stepped speed change state.
  • the invention according to claim 7 is the invention according to claim 1, wherein the maximum speed stage having the smallest speed ratio is formed by switching the constant speed ratio of the power distribution mechanism to the high speed side.
  • the special feature is what you did.
  • the invention according to claim 8 is the invention according to claim 1, wherein the stepped transmission mechanism includes two planetary gear devices, and some of the elements of the two planetary gear devices are mutually interchanged.
  • the constant gear ratio is switched so that at least one intermediate gear stage is obtained. It is characterized in that at least 5 speeds can be achieved by increasing the constant speed ratio of the power distribution mechanism to the high speed side to obtain a speed increasing stage.
  • the invention according to claim 9 is the invention according to claim 1, wherein the stepped transmission mechanism includes two planetary gear devices, and some of the elements of the two planetary gear devices are mutually connected.
  • the constant gear ratio is switched so that at least one intermediate gear stage is obtained. It is characterized in that at least 5 speeds can be achieved by obtaining a speed increasing stage in the stepped transmission mechanism.
  • the invention according to claim 10 is the invention according to claim 1, wherein the stepped speed change mechanism includes two planetary gear devices, and a part of each element of the two planetary gear devices is provided.
  • Four rotating elements are configured by being connected to each other, and when the power distribution mechanism is operated at a constant speed ratio, the constant speed ratio is switched so that at least one intermediate speed is obtained.
  • the first speed increasing stage is obtained, and by setting both the speed increasing stages, the second speed increasing stage is obtained, so that at least It is characterized by being able to make 6 gears.
  • the invention according to claim 11 is the invention according to claim 2, wherein the constant speed ratio of the power distribution mechanism is set to a high speed side and the first clutch element and the second brake element are engaged. Or by engaging the first clutch element and the first brake element with the constant gear ratio of the power distribution mechanism at the high speed side, or by changing the constant gear ratio of the power distribution mechanism. By engaging the first clutch element and the second clutch element at the high speed side, or by setting the constant speed ratio of the power distribution mechanism to the high speed side and the second clutch element and the first brake element By engaging, an intermediate shift stage is formed.
  • the invention according to claim 12 is the invention according to claim 2, wherein the constant speed ratio of the power distribution mechanism is set to a low speed side and the first clutch element and the second brake element are engaged. To form the first gear, and the constant speed ratio of the power distribution mechanism is increased at high speed. And the second clutch element is engaged with the first clutch element and the second brake element to form a second gear stage having a smaller gear ratio than the first gear stage. And the first clutch element and the first brake element are engaged to form a third gear stage having a smaller gear ratio than the second gear stage, and the constant speed ratio of the power distribution mechanism is increased on the high speed side.
  • first clutch element and the first brake element are engaged to form a fourth gear stage having a smaller gear ratio than the third gear stage, and the constant speed ratio of the power distribution mechanism is reduced to the low speed side.
  • first clutch element and the second clutch element are engaged to form a fifth gear stage having a smaller gear ratio than the fourth gear stage, and the constant speed ratio of the power distribution mechanism is set to the low speed side.
  • the sixth clutch stage having a smaller gear ratio than the fifth gear stage is formed by engaging the second clutch element and the first brake element.
  • the invention according to claim 13 is the invention according to claim 12, wherein the constant speed ratio of the power distribution mechanism is set to a high speed side and the second clutch element and the first brake element are engaged. Thus, a seventh shift speed having a smaller gear ratio than the sixth shift speed is formed.
  • the invention according to claim 14 is the invention according to claim 2, wherein the constant speed ratio of the power distribution mechanism is set to a low speed side and the first clutch element and the second brake element are engaged.
  • the first gear is formed
  • the constant gear ratio of the power distribution mechanism is set to the high speed side and the first clutch element and the second brake element are engaged, so that the gear ratio is higher than that of the first gear.
  • a small second gear is formed, the constant gear ratio of the power distribution mechanism is set to the low speed side, and the gear ratio is smaller than that of the second gear by engaging the first clutch element and the first brake element.
  • the speed ratio is greater than that of the third speed.
  • Small first By forming the fourth gear, the constant gear ratio of the power distribution mechanism is set to the low speed side, and the first clutch element and the second clutch element are engaged, so that the fifth gear ratio is smaller than that of the fourth gear.
  • a gear stage is formed, the constant gear ratio of the power distribution mechanism is set to the high speed side, and the gear ratio is smaller than that of the fifth gear stage by engaging the first clutch element and the second clutch element.
  • the sixth gear is formed.
  • the invention according to claim 15 is the invention according to claim 14, wherein the constant speed ratio of the power distribution mechanism is set to a high speed side and the second clutch element and the first brake element are engaged. Thus, a seventh shift speed having a smaller gear ratio than the sixth shift speed is formed.
  • the invention according to claim 16 is the invention according to claim 2, wherein the constant speed ratio of the power distribution mechanism is set to a low speed side and the first clutch element and the second brake element are engaged.
  • the first gear stage is formed, the constant gear ratio of the power distribution mechanism is set to the low speed side, and the gear ratio is higher than that of the first gear stage by engaging the first clutch element and the first brake element.
  • a small second gear is formed, the constant gear ratio of the power distribution mechanism is set to the high speed side, and the gear ratio is smaller than that of the second gear by engaging the first clutch element and the first brake element.
  • Forming a third gear making the constant gear ratio of the power distribution mechanism the constant gear ratio lower, and engaging the first clutch element and the second clutch element than the third gear stage.
  • Gear ratio The fourth gear is formed, the constant gear ratio of the power distribution mechanism is set to the high speed side, and the first clutch element and the second clutch element are engaged so that the gear ratio is higher than that of the fourth gear.
  • a small fifth gear is formed, the constant gear ratio of the power distribution mechanism is set to the low speed side, and the second clutch element and the first brake element are engaged so that the gear ratio is higher than that of the fifth gear. It is characterized by forming a small sixth gear.
  • the invention according to claim 17 is the invention according to claim 16, wherein the constant speed ratio of the power distribution mechanism is set to a high speed side and the second clutch element and the first brake element are engaged. Thus, a seventh shift speed having a smaller gear ratio than the sixth shift speed is formed.
  • the invention according to claim 18 is the invention according to claim 16 or 17, wherein the first rotating element is selectively coupled to the transmission member via a third clutch element, and
  • the gear stage is also formed by setting the constant gear ratio of the power distribution mechanism to the low speed side and engaging two engagement elements of the first clutch element, the second clutch element, and the third clutch element.
  • the fifth gear position is a constant change of the power distribution mechanism.
  • the speed ratio can be increased, and can also be formed by engaging two engaging elements of the first clutch element, the second clutch element, and the third clutch element. It is a sign.
  • the invention according to claim 19 is the invention according to claim 2, wherein the first rotation element is selectively coupled to the transmission member via a third clutch element, and the third clutch element A reverse gear is formed by engaging the second brake element.
  • the invention according to claim 20 is the invention according to claim 1, wherein the power distribution mechanism includes a planetary gear device, and in the planetary gear device, the carrier is a member for inputting the output of the engine. Coupled, the sun gear is coupled to the first electric motor, the ring gear is coupled to the transmission member, and the sun gear is selectively coupled to the non-rotating member via a brake element and via a clutch element. It is selectively connected to the carrier.
  • the invention according to claim 21 wherein the invention according to claim 2 or 3 is the invention according to claim 2, wherein the stepped transmission mechanism includes a single pinion type first planetary gear device and a single gear mechanism.
  • a second planetary gear device of a rubyon type wherein the first rotating element is a sun gear of the first planetary gear device, and the second rotating element is a carrier of the first planetary gear device and the first planetary gear device coupled to each other and the first planetary gear device.
  • a ring gear of a two planetary gear device wherein the third rotating element is a ring gear of the first planetary gear device and a carrier of the second planetary gear device connected to each other, and the fourth rotating element is the second planetary gear. It is a sun gear of the device.
  • the invention according to claim 22 is the force according to claim 2 or 3, wherein the stepped transmission mechanism is a single pinion type first planetary gear device and a single view onion type.
  • the first planetary gear unit is a ring gear of the first planetary gear unit
  • the second rotary element is coupled to the carrier of the first planetary gear unit and the second planetary gear unit.
  • a ring gear of the device, the third rotating element is a carrier of the second planetary gear device, and the fourth rotating element is connected to the sun gear of the first planetary gear device and the sun gear of the second planetary gear device.
  • the invention according to claim 23 is the invention according to claim 2 or 3, wherein the stepped transmission mechanism is a single pinion type first planetary gear device and a double pinion type.
  • the first planetary gear unit is a ring gear of the first planetary gear unit and a carrier of the second planetary gear unit
  • the second rotation element is the first planetary gear unit.
  • the invention according to claim 24 is the invention according to claim 2 or 3, wherein the stepped transmission mechanism is a single pinion type first planetary gear device and a single gear unit.
  • An on-type second planetary gear device wherein the first rotating element is a ring gear of the first planetary gear device and a sun gear of the second planetary gear device that are connected to each other, and the second rotating element is connected to each other.
  • the carrier of the first planetary gear unit and the carrier of the second planetary gear unit, the third rotating element is a ring gear of the second planetary gear unit, and the fourth rotating element is the first planetary gear unit. It is a sun gear of the device.
  • the invention according to claim 25 is the invention according to claim 2 or 3, wherein the stepped transmission mechanism is a double pinion type first planetary gear device and a single pinion type.
  • the first planetary gear unit is a carrier of the first planetary gear unit and the sun gear of the second planetary gear unit, and the second rotary element is coupled to each other.
  • a ring gear of the first planetary gear unit and a carrier of the second planetary gear unit, the third rotating element is a ring gear of the second planetary gear unit, and the fourth rotating element is the first planetary gear unit. It features a sun gear.
  • the invention according to claim 26 is the invention according to claim 2 or 3, wherein the stepped transmission mechanism is a double pinion type first planetary gear device and a single pinion type.
  • a second planetary gear unit wherein the first rotating elements are connected to each other before The carrier of the first planetary gear device and the sun gear of the second planetary gear device, wherein the second rotating element is a carrier of the second planetary gear device, and the third rotating element is connected to each other. It is a ring gear of one planetary gear device and a ring gear of the second planetary gear device, and the fourth rotating element is a sun gear of the first planetary gear device.
  • the invention according to claim 27 is the invention according to claim 2 or 3, wherein the stepped transmission mechanism is a single pinion type first planetary gear device and a double pinion type.
  • the first planetary gear unit is a ring gear of the first planetary gear unit and the sun gear of the second planetary gear unit, and the second rotary element is coupled to each other.
  • a carrier of the first planetary gear unit and a ring gear of the second planetary gear unit, the third rotating element is a carrier of the second planetary gear unit, and the fourth rotating element is the first planetary gear unit. It is characterized by the sun gear of the device.
  • the invention according to claim 28 is the invention according to claim 2 or 3, wherein the stepped transmission mechanism is a single pinion type first planetary gear device and a double pinion type.
  • the first rotating element is a sun gear of the second planetary gear unit
  • the second rotating element is connected to the ring gear of the first planetary gear unit and the second planetary gear unit.
  • a ring gear of a gear device wherein the third rotating element is a carrier of the first planetary gear device and a carrier of the second planetary gear device connected to each other, and the fourth rotating element is a carrier of the first planetary gear device. It is a sun gear.
  • the invention according to claim 29 is the invention according to claim 2 or 3, wherein the stepped transmission mechanism includes a single pinion type first planetary gear device and a double pinion type.
  • the second planetary gear unit, the first rotating element is a sun gear of the second planetary gear unit, the second rotating element is a ring gear of the first planetary gear unit, and the third rotating element is The carrier of the first planetary gear unit connected to each other and the ring gear of the second planetary gear unit, wherein the fourth rotating element is connected to the sun gear of the first planetary gear unit and the second planetary gear unit.
  • the invention according to claim 30 is the invention according to claim 2 or 3, wherein the stepped transmission mechanism is a single pinion type first planetary gear device and a double pinion type.
  • the first planetary gear unit is a ring gear of the first planetary gear unit and the carrier of the second planetary gear unit, and the second rotation unit is coupled to each other.
  • a carrier of the first planetary gear unit and a ring gear of the second planetary gear unit, the third rotating element is a sun gear of the second planetary gear unit, and the fourth rotating element is the first planetary gear unit. It is characterized by being a sun gear.
  • the invention according to claim 31 is the invention according to claim 1, wherein the step-variable speed change mechanism includes a single-pinion type first planetary gear device and a single-pinion type second planetary gear device.
  • Each of the elements of the first and second planetary gear devices is connected to each other to form four rotating elements.
  • the first rotating element is the sun gear of the first planetary gear device
  • the second The rotating element is a carrier of the first planetary gear device and the ring gear of the second planetary gear device that are connected to each other
  • the third rotating element is a ring gear of the first planetary gear device and the second planetary gear that are connected to each other.
  • the fourth rotating element is a sun gear of the second planetary gear device.
  • the invention according to claim 32 is the invention according to claim 1, wherein the stepped speed change mechanism includes a single-pinion type first planetary gear device and a single-pinion type second planetary gear device.
  • the first and second planetary gear units are partly connected to each other to form four rotating elements.
  • the first rotating element is the ring gear of the first planetary gear unit
  • the second The rotating element is a carrier of the first planetary gear unit and the ring gear of the second planetary gear unit that are connected to each other
  • the third rotating element is a carrier of the second planetary gear unit
  • the fourth rotating element is mutually The sun gear of the first planetary gear device and the sun gear of the second planetary gear device connected to each other.
  • the invention according to claim 33 is the invention according to claim 1, wherein the step-variable speed change mechanism includes a single-pinion type first planetary gear device and a double-pinion type second planetary gear device. And some of the elements of the first and second planetary gear units are connected to each other.
  • the first rotating element is a ring gear of the first planetary gear unit and the carrier of the second planetary gear unit that are connected to each other, and the second rotating element is the first planetary gear unit.
  • a carrier of a gear device wherein the third rotating element is a ring gear of the second planetary gear device, and a fourth rotating element is a sun gear of the first planetary gear device and a sun gear of the second planetary gear device connected to each other. It is characterized by being
  • the invention according to claim 34 is the invention according to claim 1, wherein the stepped speed change mechanism includes a single pinion type first planetary gear device and a single pinion type second planetary gear device.
  • the first and second planetary gear units are partially connected to each other to form four rotating elements, and the first rotating element is connected to the ring gear of the first planetary gear unit and The sun gear of the second planetary gear device, the second rotating element is the carrier of the first planetary gear device and the carrier of the second planetary gear device, and the third rotating element is the second planetary gear.
  • the invention according to claim 35 is the invention according to claim 1, wherein the stepped variable speed change mechanism includes a double pinion type first planetary gear device and a single pinion type second planetary gear device.
  • Each of the elements of the first and second planetary gear devices is connected to each other to form four rotating elements, and the first rotating elements are connected to each other in the carrier of the first planetary gear device and A sun gear of the second planetary gear device, wherein the second rotating element is a ring gear of the first planetary gear device and a carrier of the second planetary gear device connected to each other, and a third rotating element is the second planetary gear device. It is a ring gear of a gear device, and the fourth rotating element is a sun gear of the first planetary gear device.
  • the invention according to claim 36 is the invention according to claim 1, wherein the step-variable speed change mechanism includes a double pinion type first planetary gear device and a single pinion type second planetary gear device.
  • Each of the elements of the first and second planetary gear devices is connected to each other to form four rotating elements, and the first rotating elements are connected to each other in the carrier of the first planetary gear device and
  • the second planetary gear device is a sun gear; the second rotating element is a carrier of the second planetary gear device; and the third rotating element is coupled to each other.
  • a ring gear of the first planetary gear device and a ring gear of the second planetary gear device, and the fourth rotating element is a sun gear of the first planetary gear device.
  • the invention according to claim 37 is the invention according to claim 1, wherein the stepped speed change mechanism includes a single-pinion type first planetary gear device and a double-pinion type second planetary gear device.
  • the first and second planetary gear units are partially connected to each other to form four rotating elements, and the first rotating element is connected to the ring gear of the first planetary gear unit and The sun gear of the second planetary gear device, the second rotating element is the carrier of the first planetary gear device and the ring gear of the second planetary gear device that are connected to each other, and the third rotating element is the second planetary gear device.
  • the carrier of the device is characterized in that the fourth rotating element is a sun gear of the first planetary gear device.
  • the invention according to claim 38 is the invention according to claim 1, wherein the stepped speed change mechanism includes a single-pinion type first planetary gear device and a double-pinion type second planetary gear device.
  • the first and second planetary gear units are partly connected to each other to form four rotary elements.
  • the first rotary element is the sun gear of the second planetary gear unit
  • the second The rotating element is a ring gear of the first planetary gear device and the ring gear of the second planetary gear device that are connected to each other
  • the third rotating element is a carrier of the first planetary gear device and the second gear that are connected to each other.
  • the carrier of the planetary gear device is characterized in that the fourth rotating element is a sun gear of the first planetary gear device.
  • the invention according to claim 39 is the invention according to claim 1, wherein the step-variable speed change mechanism includes a single-pinion type first planetary gear device and a double-pinion type second planetary gear device.
  • the first and second planetary gear units are partly connected to each other to form four rotary elements.
  • the first rotary element is the sun gear of the second planetary gear unit
  • the second The rotating element is a ring gear of the first planetary gear unit
  • the third rotating element is a carrier of the first planetary gear unit and the ring gear of the second planetary gear unit connected to each other
  • the fourth rotating element is The sun gear of the first planetary gear device and the carrier of the second planetary gear device connected to each other.
  • the invention according to claim 40 is the invention according to claim 1, wherein the stepped speed change mechanism includes a single pinion type first planetary gear device and a double pinion type second planetary gear device.
  • the first planetary gear unit is composed of a planetary gear unit, and part of each element of the first and second planetary gear units is connected to each other to form four rotary elements, and the first rotary element is connected to each other.
  • a ring gear of the device and a carrier of the second planetary gear device, the second rotating element is a carrier of the first planetary gear device and a ring gear of the second planetary gear device connected to each other, and a third rotating element is the carrier of the second planetary gear device. It is a sun gear of the second planetary gear device, and the fourth rotating element is a sun gear of the first planetary gear device.
  • a power distribution mechanism that distributes the output of the engine to the first electric motor and the transmission member is provided, and the second electric motor is provided between the transmission member and the drive wheel.
  • the stepped transmission mechanism is a single-pinion type first planetary gear unit and a single-revolution type. Of the first planetary gear device, and a part of each element of the first and second planetary gear devices is connected to each other to form four rotating elements, and (c) the first rotating element is as described above.
  • the second rotating element is a carrier of the first planetary gear device and the ring gear of the second planetary gear device that are connected to each other
  • a third rotating element is the first gear that is connected to each other.
  • Ring gear of planetary gear device and said first It is a carrier of a two planetary gear device
  • the fourth rotating element is a sun gear of the second planetary gear device.
  • a power distribution mechanism that distributes the output of the engine to the first electric motor and the transmission member is provided, and the second electric motor is provided between the transmission member and the drive wheel.
  • the stepped transmission mechanism is a single-pinion type first planetary gear unit and a single-revolution type. Of the first planetary gear device, and a part of each element of the first and second planetary gear devices is connected to each other to form four rotating elements, and (c) the first rotating element is as described above.
  • the invention according to claim 43 is provided with (a) a power distribution mechanism that distributes the output of the engine to the first electric motor and the transmission member, and a second electric motor and a drive wheel between the transmission member and the drive wheel.
  • the stepped transmission mechanism includes a single pinion type first planetary gear unit and a double pinion type.
  • each element of the first and second planetary gear units is connected to each other to form four rotating elements, and (c) the first rotating element is connected to each other.
  • the ring gear of the first planetary gear device and the carrier of the second planetary gear device, the second rotating element is the carrier of the first planetary gear device, and the third rotating element is the carrier of the second planetary gear device.
  • Ring gears, and the fourth rotating elements are connected to each other. It characterized in that it is a sun gear and a sun gear of the second planetary gear device of the first planetary gear apparatus.
  • a power distribution mechanism for distributing the output of the engine to the first electric motor and the transmission member is provided, and the second electric motor and the drive wheel are provided between the transmission member and the drive wheel.
  • the stepped transmission mechanism includes a single-pinion type first planetary gear unit and a single-pinion type transmission device. It consists of a second planetary gear unit, and part of each element of the first and second planetary gear units is connected to each other to form four rotating elements, and (c) the first rotating element is connected to each other.
  • the third rotating element is the second planetary tooth It is a ring gear of a vehicle device, and the fourth rotating element is a sun gear of the first planetary gear device.
  • the invention according to claim 45 is provided with (a) a power distribution mechanism for distributing engine output to the first electric motor and the transmission member, and a second electric motor and a drive wheel between the second electric motor and the drive wheel.
  • the stepped transmission mechanism includes a double-pinion type first planetary gear unit and a single-pinion type transmission device. It consists of a second planetary gear unit, and part of each element of the first and second planetary gear units is connected to each other to form four rotating elements, and (c) the first rotating element is mutually connected.
  • the first planetary gear device carrier and the second planetary gear device sun gear connected to each other, and the second rotating element is connected to the ring gear of the first planetary gear device and the second planetary gear device.
  • the third rotating element is a ring gear of the second planetary gear device
  • the fourth rotating element is a sun gear of the first planetary gear device.
  • a power distribution mechanism for distributing the output of the engine to the first electric motor and the transmission member is provided, and the second electric motor is provided between the transmission member and the drive wheel.
  • the stepped transmission mechanism includes a double pinion type first planetary gear unit and a single pinion type.
  • the first planetary gear device and part of each element of the first and second planetary gear devices is connected to each other to form four rotating elements, and (c) the first rotating elements are mutually connected.
  • Ring gear of the first planetary gear set and the second planet A ring gear of KurumaSo location, the fourth rotating element is characterized in that it is a sun gear of the first planetary gear unit.
  • the invention according to claim 47 provides (a) a power distribution mechanism that distributes engine output to the first electric motor and the transmission member, and a second electric motor between the transmission member and the drive wheel.
  • the stepped transmission mechanism includes a single pinion type first planetary gear unit and a double pinion type. Of the first planetary gear device, and a part of each element of the first and second planetary gear devices is connected to each other to form four rotating elements, and (c) the first rotating element is connected to each other.
  • the third rotating element Is a carrier of the second planetary gear unit, and the fourth rotating element is a sun gear of the first planetary gear unit.
  • the invention according to claim 48 includes: (a) output of the engine to the first electric motor and the transmission member; A power distribution mechanism that distributes to the vehicle, and a second electric motor and a stepped transmission mechanism are provided between the transmission member and the drive wheel.
  • the stepped transmission mechanism is composed of a single pinion type first planetary gear unit and a double pinion type second planetary gear unit, and some of the elements of the first and second planetary gear units are mutually connected. By connecting, four rotating elements are configured.
  • the first rotating element is the sun gear of the second planetary gear unit, and the second rotating element is the ring gear of the first planetary gear unit that is connected to each other.
  • the third planetary gear unit is a ring gear of the second planetary gear unit
  • the third rotating element is the carrier of the first planetary gear unit and the carrier of the second planetary gear unit
  • the fourth rotating element is the first planetary gear unit. 1 is the sun gear of planetary gear unit And wherein the door.
  • a power distribution mechanism for distributing the output of the engine to the first electric motor and the transmission member is provided, and the second electric motor is provided between the transmission member and the drive wheel.
  • the stepped transmission mechanism includes a single pinion type first planetary gear unit and a double pinion type.
  • the first planetary gear device and a part of each element of the first and second planetary gear devices is connected to each other to form four rotating elements, and (c) the first rotating element is as described above.
  • a sun gear of a two planetary gear unit, a second rotating element is a ring gear of the first planetary gear unit, and a third rotating element is a carrier of the first planetary gear unit and the second planetary gear unit coupled to each other.
  • Ring gears and the fourth rotating elements are connected to each other Characterized in that the a sun gear and Kiyarya of the second planetary gear device of the first planetary gear unit.
  • the invention according to claim 50 includes: (a) a power distribution mechanism that distributes engine output to the first electric motor and the transmission member, and a second electric motor between the transmission member and the drive wheel.
  • the stepped transmission mechanism includes a single pinion type first planetary gear unit and a double pinion type. Of the first planetary gear device, and part of each element of the first and second planetary gear devices is connected to each other to form four rotating elements, and (c) the first rotating elements are mutually connected.
  • the four-rotating element is a sun gear of the first planetary gear device.
  • the invention according to claim 51 is the invention according to claim 1, wherein (a) the stepped transmission mechanism is composed of at least two planetary gear units, and (b) the at least two planetary gears. Part of each element of the mechanism is connected to each other to form four rotating elements, and the four rotating elements can be represented on a collinear chart that can represent the rotational speed of the four rotating elements on a straight line.
  • the third rotating element is connected to an output member
  • the first rotating element is Selectively coupled to the transmission member via a first clutch element
  • the second rotating element is selectively coupled to the transmitting member via a second clutch element
  • the fourth rotating element is a first brake element Selectively coupled to the non-rotating member via
  • the first rotating element is selectively connected to a non-rotating member via a second brake element.
  • the invention according to claim 52 provides (a) a power distribution mechanism that distributes engine output to the first electric motor and the transmission member, and a second electric motor between the transmission member and the drive wheels.
  • the stepped transmission mechanism comprises at least two planetary gear device forces, and
  • the stepped transmission mechanism is provided in a vehicle power transmission device! At least a part of each element of two planetary gear mechanisms is connected to each other to form four rotation elements, and the collinear diagram can represent the rotation speed of the four rotation elements on a straight line.
  • the four rotating elements are designated as the first rotating element, the second rotating element, the third rotating element, and the fourth rotating element in order from one end to the other end, the third rotating element is connected to the output member.
  • the first rotating element is selected as the transmission member via the first clutch element.
  • the second rotating element is selectively coupled to the transmission member via a second clutch element
  • the fourth rotating element is selectively coupled to a non-rotating member via a first brake element.
  • the first rotating element is selectively connected to the non-rotating member via the second brake element.
  • the first and second clutch elements and the first and second brake elements are selectively engaged to obtain four gear ratios. To do.
  • the invention according to claim 53 is the invention according to claim 51, wherein the constant speed ratio of the power distribution mechanism is set to a high speed side and the first clutch element and the first brake element are engaged. Or by engaging the second clutch element and the first brake element with the constant speed ratio of the power distribution mechanism on the high speed side, or by changing the constant speed ratio of the power distribution mechanism. By engaging the first clutch element and the second clutch element on the high speed side, or by setting the constant speed ratio of the power distribution mechanism to the high speed side and engaging the second clutch element and the second brake element. It is characterized in that an intermediate gear stage is formed by combining.
  • the invention according to claim 54 is the invention according to claim 51, wherein the constant speed ratio of the power distribution mechanism is set to a low speed side and the first clutch element and the first brake element are engaged.
  • the first gear is formed
  • the constant gear ratio of the power distribution mechanism is set to the high speed side
  • the gear ratio of the gear ratio is higher than that of the first gear by engaging the first clutch element and the first brake element.
  • a small second gear is formed, the constant gear ratio of the power distribution mechanism is set to the low speed side, and the gear ratio is smaller than that of the second gear by engaging the second clutch element and the first brake element.
  • the speed ratio is greater than that of the third speed.
  • Small first By forming the fourth gear, the constant gear ratio of the power distribution mechanism is set to the low speed side, and the first clutch element and the second clutch element are engaged, so that the fifth gear ratio is smaller than that of the fourth gear.
  • a gear stage is formed, the constant gear ratio of the power distribution mechanism is set to the low speed side, and the second clutch element and the second brake element are engaged, so that the gear ratio is smaller than that of the fifth gear stage. It is characterized by forming 6 shift stages.
  • the invention according to claim 55 is the invention according to claim 54, wherein the constant speed ratio of the power distribution mechanism is set to a high speed side and the second clutch element and the second brake element are engaged. Thus, a seventh shift speed having a smaller gear ratio than the sixth shift speed is formed.
  • the invention according to claim 56 is the invention according to claim 51, wherein the constant speed ratio of the power distribution mechanism is set to a low speed side and the first clutch element and the first brake element are engaged. Thus, the first gear is formed, the constant gear ratio of the power distribution mechanism is set to the high speed side, and the gear ratio of the gear ratio is higher than that of the first gear by engaging the first clutch element and the first brake element.
  • a small second gear is formed, the constant gear ratio of the power distribution mechanism is set to the low speed side, and the gear ratio is smaller than that of the second gear by engaging the second clutch element and the first brake element.
  • the speed ratio is greater than that of the third speed.
  • Small first By forming the fourth gear, the constant gear ratio of the power distribution mechanism is set to the low speed side, and the first clutch element and the second clutch element are engaged, so that the fifth gear ratio is smaller than that of the fourth gear.
  • a sixth gear having a gear ratio smaller than that of the fifth gear is formed by forming a gear and setting the constant gear ratio of the power distribution mechanism to the high speed side and engaging the first clutch element and the second clutch element.
  • a shift stage is formed.
  • the invention according to claim 57 is the invention according to claim 56, wherein the constant speed ratio of the power distribution mechanism is set to a high speed side and the second clutch element and the second brake element are engaged. Thus, a seventh shift speed having a smaller gear ratio than the sixth shift speed is formed.
  • the invention according to claim 58 is the invention according to claim 51, wherein the constant speed ratio of the power distribution mechanism is set to a low speed side and the first clutch element and the first brake element are engaged.
  • the first gear stage is formed
  • the constant gear ratio of the power distribution mechanism is set to the low speed side
  • the gear ratio of the gear ratio is higher than that of the first gear stage by engaging the second clutch element and the first brake element.
  • a small second gear is formed, the constant gear ratio of the power distribution mechanism is increased, and the gear ratio is smaller than that of the second gear by engaging the second clutch element and the first brake element.
  • a third gear is formed, the constant gear ratio of the power distribution mechanism is set to the low speed side, and the gear ratio is smaller than that of the third gear by engaging the first clutch element and the second clutch element.
  • the 4th Forming a gear, the first clutch element with a constant speed ratio of the power distribution mechanism to the high speed side and By engaging the second clutch element, a fifth shift stage having a smaller speed ratio than the fourth shift stage is formed, the constant speed ratio of the power distribution mechanism is set to the low speed side, and the second clutch element and By engaging the two brake elements, a sixth shift stage having a smaller gear ratio than the fifth shift stage is formed.
  • the invention according to claim 59 is the invention according to claim 58, wherein the constant speed ratio of the power distribution mechanism is set to a high speed side and the second clutch element and the second brake element are engaged. Thus, a seventh shift speed having a smaller gear ratio than the sixth shift speed is formed.
  • the invention according to claim 60 is the invention according to claim 51, wherein the second rotating element is selectively connected to a non-rotating member via a third brake element, and the first clutch element and The reverse gear is formed by engaging the third brake element.
  • the stepped transmission mechanism includes a double pinion type first planetary gear device and
  • the first planetary gear device is a single pinion type second planetary gear device
  • the first rotating element is a sun gear of the first planetary gear device and a sun gear of the second planetary gear device connected to each other
  • the second rotating element is The ring gear of the first planetary gear device and the carrier of the second planetary gear device that are connected to each other
  • the third rotating element is the ring gear of the second planetary gear device
  • the fourth rotating element is the first gear device. It is characterized by being a planetary gear carrier.
  • the invention according to claim 62 provides the force according to any of claims 51 or 52, wherein the stepped transmission mechanism is a double pinion type first planetary gear device and a single pin.
  • the first planetary gear device is a two-on type second planetary gear device, and the first rotation element is a carrier of the first planetary gear device and the sun gear of the second planetary gear device that are connected to each other, and the second rotation element is connected to each other.
  • the invention according to claim 63 provides the power according to any of claims 51 and 52, wherein the stepped transmission mechanism is a single pinion type first planetary gear device and a single vision gear on.
  • the first planetary gear device is a sun gear of the first planetary gear device and a sun gear of the second planetary gear device
  • the second rotation element is the first planetary gear device.
  • 1 planetary gear carrier wherein the third rotating element is a ring gear of the first planetary gear device and the carrier of the second planetary gear device connected to each other, and the fourth rotating element is the second planetary gear carrier. It is a ring gear of a gear device.
  • the force according to any of claim 51 or 52, wherein the stepped transmission mechanism is a double pinion type first planetary gear device and a single pinion.
  • a first planetary gear device of the type wherein the first rotating element is a sun gear of the second planetary gear device, and the second rotating element is connected to the sun gear of the first planetary gear device and the second gear. It is a carrier of a planetary gear device, and the third rotating element is a ring gear of the first planetary gear device and a ring gear of the second planetary gear device that are connected to each other, and the fourth rotating element is the first planetary gear device. It is characterized by being a carrier.
  • the invention according to claim 65 is directed to either of claims 51 or 52.
  • the stepped transmission mechanism includes a double pinion type first planetary gear device and a single pinion.
  • a second planetary gear device of the type wherein the first rotating element is a sun gear of the second planetary gear device, and the second rotating element is coupled to the carrier of the first planetary gear device and the second gear. It is a carrier of a planetary gear device, and the third rotating element is a ring gear of the first planetary gear device and a ring gear of the second planetary gear device that are connected to each other, and the fourth rotating element is the first planetary gear device. It is characterized by being a sun gear.
  • the invention according to claim 66 provides the force according to any of claims 51 or 52, wherein the stepped transmission mechanism includes a double pinion type first planetary gear device and a single pin.
  • the first planetary gear unit is a two-on type second planetary gear unit
  • the first rotating element is a sun gear of the first planetary gear unit and a sun gear of the second planetary gear unit coupled to each other.
  • the second rotating element is a ring gear of the second planetary gear device
  • the third rotating element is a carrier of the first planetary gear device and a carrier of the second planetary gear device that are connected to each other
  • the four-rotating element is a ring gear of the second planetary gear device.
  • the invention according to claim 67 is the force according to any one of claims 51 and 52, wherein the stepped transmission mechanism is a double pinion type first planetary gear device and a single pin.
  • the first planetary gear unit is a two-on type second planetary gear unit, and the first rotation element is a carrier of the first planetary gear unit and a sun gear of the second planetary gear unit coupled to each other, and the second rotation element is the first planetary gear unit.
  • a ring gear of one planetary gear device wherein the third rotating element is a sun gear of the first planetary gear device and a carrier of the second planetary gear device connected to each other, and the fourth rotating element is the second planetary gear device. It is a ring gear of a gear device.
  • the invention according to claim 68 provides the force according to any of claims 51 or 52, wherein the stepped transmission mechanism includes a double pinion type first planetary gear device and a single pin.
  • the first planetary gear unit is a two-on type second planetary gear unit
  • the first rotation element is a carrier of the first planetary gear unit and a sun gear of the second planetary gear unit coupled to each other
  • the second rotation element is the first planetary gear unit.
  • a ring gear of one planetary gear device, the third rotating element is a carrier of the second planetary gear device, and the fourth rotating element is connected to the sun gear of the first planetary gear device and the second planetary gear. It is a ring gear of the device.
  • the invention according to claim 69 is the invention according to claim 1, wherein the stepped speed change mechanism includes a double pinion type first planetary gear device and a single pinion type second planetary gear device.
  • the first and second planetary gear units are partially connected to each other to form four rotating elements, and the first rotating element is connected to the sun gear of the first planetary gear unit and A sun gear of the second planetary gear device, wherein the second rotating element is a ring gear of the first planetary gear device and a carrier of the second planetary gear device connected to each other, and a third rotating element is the second planetary gear device. It is a ring gear of the gear device, and the fourth rotating element is a carrier of the first planetary gear device.
  • the invention according to claim 70 is the invention according to claim 1, wherein the step-variable speed change mechanism includes a double pinion type first planetary gear device and a single pinion type second planetary gear device.
  • Each of the elements of the first and second planetary gear devices is connected to each other to form four rotating elements, and the first rotating elements are connected to each other in the carrier of the first planetary gear device and A sun gear of the second planetary gear device, wherein the second rotating element is a ring gear of the first planetary gear device and a carrier of the second planetary gear device connected to each other, and a third rotating element is the second planetary gear device. It is a ring gear of a gear device, and the fourth rotating element is a sun gear of the first planetary gear device.
  • the invention according to claim 71 is the invention according to claim 1, wherein the step-variable speed change mechanism includes a single-pinion type first planetary gear device and a single-pinion type second planetary gear device.
  • the first and second planetary gear units are partially connected to each other to form four rotating elements, and the first rotating element is connected to the sun gear of the first planetary gear unit and A sun gear of the second planetary gear device, a second rotating element is a carrier of the first planetary gear device, and a third rotating element is a ring gear of the first planetary gear device and the second planetary gear connected to each other.
  • the gear unit is a carrier, and the fourth rotating element is a ring gear of the second planetary gear unit.
  • the invention according to claim 72 is the invention according to claim 1, wherein the step-variable speed change mechanism includes a double pinion type first planetary gear device and a single pinion type second planetary gear device.
  • the first and second planetary gear units are partly connected to each other to form four rotary elements.
  • the first rotary element is the sun gear of the second planetary gear unit
  • the second The rotating element is a sun gear of the first planetary gear set and the carrier of the second planetary gear set coupled to each other
  • the third rotating element is a ring gear and the second planet set of the first planetary gear set coupled to each other. It is a ring gear of a gear device
  • the fourth rotating element is a carrier of the first planetary gear device.
  • the invention according to claim 73 is the invention according to claim 1, wherein the stepped speed change mechanism includes a double pinion type first planetary gear device and a single pinion type second planetary gear device.
  • Each of the elements of the first and second planetary gear devices is connected to each other to form four rotating elements, and the first rotating element is the second planetary gear device.
  • the second rotating element is a carrier of the first planetary gear device and the carrier of the second planetary gear device that are connected to each other, and the rotating element is the carrier of the first planetary gear device that is connected to each other. It is a ring gear and a ring gear of the second planetary gear device, and the fourth rotating element is a sun gear of the first planetary gear device.
  • the invention according to claim 74 is the invention according to claim 1, wherein the stepped speed change mechanism includes a double pinion type first planetary gear device and a single pinion type second planetary gear device.
  • the first and second planetary gear units are partially connected to each other to form four rotating elements, and the first rotating element is connected to the sun gear of the first planetary gear unit and A sun gear of the second planetary gear unit, a second rotating element is a ring gear of the second planetary gear unit, and a third rotating element is a carrier of the first planetary gear unit and the second planetary gear unit coupled to each other.
  • the carrier of the planetary gear unit is characterized in that the fourth rotating element is a ring gear of the second planetary gear unit.
  • the invention according to claim 75 is the invention according to claim 1, wherein the step-variable speed change mechanism includes a double pinion type first planetary gear device and a single pinion type second planetary gear device.
  • Each of the elements of the first and second planetary gear devices is connected to each other to form four rotating elements, and the first rotating elements are connected to each other in the carrier of the first planetary gear device and A sun gear of the second planetary gear device, a second rotating element is a ring gear of the first planetary gear device, and a third rotating element is a sun gear of the first planetary gear device and the second gear connected to each other.
  • the carrier of the planetary gear unit is characterized in that the fourth rotating element is a ring gear of the second planetary gear unit.
  • the invention according to claim 76 is the invention according to claim 1, wherein the stepped speed change mechanism includes a double pinion type first planetary gear device and a single pinion type second planetary gear device.
  • the first and second planetary gear units are partially connected to each other to form four rotating elements.
  • the first rotating element is connected to the first planetary gear unit carrier and A sun gear of the second planetary gear device
  • a second rotating element is a ring gear of the first planetary gear device
  • a third rotating element is a carrier of the second planetary gear device
  • a fourth rotating element is mutually connected
  • the sun gear of the first planetary gear device and the ring gear of the second planetary gear device connected to each other.
  • the invention according to claim 77 provides (a) a power distribution mechanism that distributes the output of the engine to the first electric motor and the transmission member, and a second electric motor and a drive wheel between the transmission member and the drive wheel.
  • the stepped transmission mechanism includes a double-pinion type first planetary gear unit and a single-pinion type transmission device. It consists of a second planetary gear unit, and part of each element of the first and second planetary gear units is connected to each other to form four rotating elements, and (c) the first rotating element is connected to each other.
  • a sun gear of the first planetary gear device and a sun gear of the second planetary gear device wherein the second rotating element is a ring gear of the first planetary gear device and a carrier of the second planetary gear device which are connected to each other.
  • the third rotating element is the second planetary tooth A ring gear of the device, the fourth rotating element is characterized by a Kiyarya of the first planetary gear unit.
  • the invention according to claim 78 provides (a) a power distribution mechanism that distributes engine output to the first electric motor and the transmission member, and a second electric motor and a drive wheel between the second electric motor and the drive wheel.
  • the stepped speed change mechanism includes a double pinion type first planetary gear unit and a single pinion type gear mechanism. It consists of a second planetary gear unit, and part of each element of the first and second planetary gear units is connected to each other to form four rotating elements, and (c) the first rotating element is connected to each other.
  • the first planetary gear unit carrier and the second planetary gear unit sun gear, and the second rotating element is a ring gear of the first planetary gear unit and the second planetary gear unit carrier coupled to each other.
  • the third rotating element is the second planetary tooth A ring gear of the equipment, the fourth rotating element is characterized in that it is a sun gear of the first planetary gear unit.
  • the invention according to claim 79 is provided with (a) a power distribution mechanism that distributes engine output to the first electric motor and the transmission member, and a second electric motor and a drive wheel between the second electric motor and the drive wheel.
  • the stepped transmission mechanism includes a single pinion type first planetary gear unit and a single pinion type gear mechanism. It consists of a second planetary gear unit, and part of each element of the first and second planetary gear units is connected to each other to form four rotating elements, and (c) the first rotating element is mutually connected.
  • the ring gear of the first planetary gear device and the carrier of the second planetary gear device, and the rotating element is a ring gear of the second planetary gear device.
  • the invention according to claim 80 provides (a) a power distribution mechanism that distributes engine output to the first electric motor and the transmission member, and a second electric motor between the transmission member and the drive wheels.
  • the stepped transmission mechanism includes a double pinion type first planetary gear unit and a single pinion type.
  • the first planetary gear device and a part of each element of the first and second planetary gear devices is connected to each other to form four rotating elements, and (c) the first rotating element is as described above.
  • the second planetary gear unit is a sun gear of the first planetary gear unit and the carrier of the second planetary gear unit, and the third rotation element is the second unit of the planetary gear unit.
  • 1 planetary gear unit ring gear and said second planet A ring gear of the car device, the fourth rotating element is characterized by a Kiyarya of the first planetary gear unit.
  • the invention according to claim 81 provides (a) a power distribution mechanism that distributes engine output to the first electric motor and the transmission member, and a second electric motor between the transmission member and the drive wheels.
  • the stepped transmission mechanism includes a double pinion type first planetary gear unit and a single pinion type.
  • the first planetary gear device and a part of each element of the first and second planetary gear devices is connected to each other to form four rotating elements, and (c) the first rotating element is as described above.
  • a sun gear of a two planetary gear device wherein a second rotating element is a carrier of the first planetary gear device and a carrier of the second planetary gear device connected to each other, and a third rotating element is the first gear connected to each other.
  • the invention according to claim 82 provides (a) the output of the engine to the first electric motor and the transmission member.
  • the stepped transmission mechanism is composed of a double pinion type first planetary gear unit and a single pinion type second planetary gear unit, and some of the elements of the first and second planetary gear units are mutually connected.
  • the first rotating element is the sun gear of the first planetary gear device and the sun gear of the second planetary gear device that are connected to each other, and is connected to the second rotating element.
  • the element is a ring gear of the second planetary gear unit
  • the third rotating element is a carrier of the first planetary gear unit and a carrier of the second planetary gear unit that are connected to each other
  • a fourth rotating element is the second planetary gear unit. It is a ring gear of a planetary gear unit And wherein the door.
  • the invention according to claim 83 provides (a) a power distribution mechanism for distributing engine output to the first electric motor and the transmission member, and a second electric motor between the transmission member and the drive wheels.
  • the stepped transmission mechanism includes a double pinion type first planetary gear unit and a single pinion type.
  • the first planetary gear device and part of each element of the first and second planetary gear devices is connected to each other to form four rotating elements, and (c) the first rotating elements are mutually connected.
  • the carrier of the first planetary gear device and the sun gear of the second planetary gear device connected, the second rotating element is a ring gear of the first planetary gear device, and the third rotating element is connected to each other.
  • Sun gear of the first planetary gear set and the second planet A Kiyarya car device, the fourth rotating element is characterized by a ring gear of the second planetary gear device.
  • a power distribution mechanism for distributing the output of the engine to the first electric motor and the transmission member is provided, and the second electric motor is provided between the transmission member and the drive wheel.
  • the stepped transmission mechanism includes a double pinion type first planetary gear unit and a single pinion type. Of the first planetary gear device, and part of each element of the first and second planetary gear devices is connected to each other to form four rotating elements, and (c) the first rotating elements are mutually connected. The carrier of the first planetary gear device and the support of the second planetary gear device connected to each other.
  • the second rotating element is a ring gear of the first planetary gear unit
  • the third rotating element is a carrier of the second planetary gear unit
  • the fourth rotating element is connected to each other. It is a sun gear of a planetary gear device and a ring gear of the second planetary gear device.
  • the invention according to claim 85 is the invention according to any one of claims 1 to 3, 41 to 52, or 77 to 84, on the first axis that is the rotation center of the engine.
  • a first electric motor, a power distribution mechanism, and a second electric motor are arranged, the stepped transmission mechanism is arranged on a second axis parallel to the first axis, and the output of the transmission member is a gear. It is characterized in that it is operatively transmitted to the stepped transmission mechanism via a mechanism or a belt.
  • the gist of the invention according to claim 86 is that: (a) a power distribution mechanism for distributing the output of the engine to the first motor and the transmission member is provided; and the transmission member, the drive wheel, A second electric motor and a stepped transmission mechanism are provided between the two, and the power distribution mechanism is selected between a differential state in which it can operate as an electric transmission and a constant transmission state in which it can operate as a transmission of two or more stages. (B) the stepped transmission mechanism is composed of two planetary gear units, and (c) a part of the two planetary gear units is connected to each other.
  • the first rotating element which is one of the four rotating elements, is selectively connected to the non-rotating member via the first brake element, and the four rotating elements One of them, the second rotating element,
  • the third rotating element which is selectively connected to the non-rotating member via the rake element and is one of its four rotating elements, is connected to the drive wheel output shaft and is one of the four rotating elements.
  • the fourth rotating element is connected to the transmission member, and (d) any one of the first to fourth rotating elements, one of which is another rotating element via the first clutch element. It is selectively connected to at least one of the elements.
  • the four rotational elements are represented on a collinear chart that can represent the rotational speeds of the four rotational elements on a straight line.
  • the first rotating element, the second rotating element, the third rotating element, and the fourth rotating element are used in order from one end to the other end, the first brake element, the second brake element, and the first clutch element are By selectively engaging, it is possible to obtain three speed ratios, and when the power distribution mechanism is operated as a two-speed transmission, a plurality of intermediate speeds are obtained. The constant speed ratio is switched.
  • the invention according to claim 88 is the invention according to claim 87, wherein the constant speed ratio of the power distribution mechanism is set to a low speed side and the first brake is engaged by engaging the second brake element.
  • the constant speed ratio of the power distribution mechanism is set to a low speed side and the first brake is engaged by engaging the second brake element.
  • the constant speed ratio of the power distribution mechanism is set to a low speed side and the first brake is engaged by engaging the second brake element.
  • the fourth gear stage having a smaller gear ratio than the third gear stage is achieved by engaging the first brake element and the ratio on the high speed side, and the constant gear ratio of the power distribution mechanism is set on the low speed side. And engaging the first clutch element Than the fourth shift stage Ri by the Rukoto, characterized in that to achieve a small fifth gear of the gear ratio.
  • the invention according to claim 89 is the invention according to claim 88, wherein the constant speed ratio of the power distribution mechanism is set to a high speed side and the first clutch element is engaged. It is characterized in that the sixth shift stage having a smaller gear ratio than the fifth shift stage is achieved.
  • the invention according to claim 90 is the invention according to any one of claims 86 to 89, wherein the stepped transmission mechanism includes a single pinion type first planetary gear device and a single pinion type second planetary gear.
  • the first rotating element is configured by connecting a ring gear of the first planetary gear unit and a sun gear of the second planetary gear unit to each other, and the second rotating element is the first planetary gear unit.
  • the carrier of the gear device and the carrier of the second planetary gear device are connected to each other, the third rotating element is constituted by the ring gear of the second planetary gear device, and the fourth rotating element is the first rotating device. It is characterized by a single planetary gear unit sun gear.
  • the invention according to claim 91 is the invention according to any one of claims 86 to 89, wherein the stepped transmission mechanism includes a single-pinion type first planetary gear device and a double-pinion type second planetary gear.
  • the first rotating element is configured by connecting a sun gear of the first planetary gear device and a carrier of the second planetary gear device to each other;
  • the second rotating element is constituted by a carrier of the first planetary gear device, and the third rotating element is connected to a ring gear of the first planetary gear device and a ring gear of the second planetary gear device.
  • the fourth rotating element is constituted by a sun gear of the second planetary gear device.
  • the invention according to claim 92 is the invention according to any one of claims 86 to 89, wherein the stepped transmission mechanism includes a double pinion type first planetary gear device and a single pinion type second planetary gear.
  • the first rotating element is configured by connecting a carrier of the first planetary gear unit and a sun gear of the second planetary gear unit, and the second rotating element is the first planetary gear.
  • a ring gear of the device and a carrier of the second planetary gear device are connected to each other, the third rotating element is constituted by a ring gear of the second planetary gear device, and the fourth rotating element is the first rotating gear. It consists of a sun gear of one planetary gear unit.
  • the invention according to claim 93 is the invention according to any one of claims 86 to 89, wherein the stepped transmission mechanism includes a single pinion type first planetary gear device and a double pinion type second planetary gear.
  • the first rotating element is configured by connecting a sun gear of the first planetary gear device and a sun gear of the second planetary gear device to each other, and the second rotating element is the first planetary gear.
  • the third rotation element is formed by connecting a ring gear of the first planetary gear device and a ring gear of the second planetary gear device to each other, and the fourth rotation element is It is constituted by a carrier of the second planetary gear device.
  • the invention according to claim 94 is the invention according to any one of claims 86 to 89, wherein the stepped transmission mechanism includes a single-pinion type first planetary gear device and a double-pinion type second planetary gear.
  • the first rotating element is configured by connecting a ring gear of the first planetary gear device and a sun gear of the second planetary gear device to each other, and the second rotating element is the first planetary gear.
  • the carrier of the device and the ring gear of the second planetary gear device are connected to each other, the third rotating element is constituted by the carrier of the second planetary gear device, and the fourth rotating element is the It is characterized by comprising a sun gear of the first planetary gear unit.
  • the invention according to claim 95 is the invention according to any one of claims 86 to 89, wherein the stepped transmission mechanism includes a single pinion type first planetary gear device and a double pinion type second planetary gear.
  • the first rotating element is configured by connecting a ring gear of the first planetary gear device and a sun gear of the second planetary gear device to each other, and the second rotating element is the first planetary gear.
  • the third rotating element is composed of a ring gear of the second planetary gear unit, and the fourth rotating element is composed of a sun gear of the first planetary gear unit and a carrier of the second planetary gear unit. It is characterized by being connected to each other.
  • the invention according to claim 96 is the invention according to any of claims 86 to 89, wherein the stepped transmission mechanism includes a single pinion type first planetary gear unit and a double pinion type second planetary gear.
  • the first rotating element is configured by connecting a ring gear of the first planetary gear unit and a carrier of the second planetary gear unit, and the second rotating element is the first planetary gear unit.
  • the third rotating element is composed of a ring gear of the second planetary gear unit, and the fourth rotating element is a sun gear of the first planetary gear unit and a sun gear of the second planetary gear unit. Are connected to each other.
  • the invention according to claim 97 is the invention according to any one of claims 86 to 96, wherein the power distribution mechanism includes a planetary gear device, in which the carrier is an output of the engine.
  • a sun gear is connected to the first electric motor, a ring gear is connected to the transmission member, and the sun gear is selectively connected to a non-rotating member via a brake element. It is selectively connected to the carrier via a clutch element.
  • the invention according to claim 98 is the invention according to any one of claims 86 to 97, wherein in the power distribution mechanism, the engine is stopped and the second electric motor is reversely rotated, or By rotating the first electric motor at a predetermined rotational speed that is higher than the rotational speed of the engine, the transmission member is reversed, and the reverse speed is set by engaging the first brake element or the second brake element. It is characterized by achievement.
  • the invention according to claim 99 is the invention according to any of claims 86 to 98, wherein the power distribution mechanism is operated as an electric continuously variable transmission in a differential state. And
  • a power distribution mechanism that distributes the output of the engine to the first motor and the transmission member is provided, and the transmission member and the drive wheel A second motor and a stepped transmission mechanism are provided between the motor and the transmission, and the power distribution mechanism can be operated as an electric continuously variable transmission.
  • the power distribution mechanism is configured so that an intermediate speed stage can be obtained.
  • the constant gear ratio By switching the constant gear ratio, the number of intermediate gear stages can be increased, so that a cross ratio in which the gear ratio variation range is wide (in a wide range) and the gear ratios are close to each other can be obtained.
  • the transmission path for directly transmitting the rotation of the input material to which the engine output is input to the stepped transmission mechanism is increased! / ,! It is prevented.
  • the power distribution mechanism is fixed to at least two speeds using the switching device, and only in the stepped speed state.
  • the intermediate speed it is possible to obtain a cross ratio with a wide speed ratio width in the stepped speed change state.
  • the electric differential state is achieved.
  • the operating state of the first electric motor is controlled, so that the power distribution mechanism can be operated as a continuously variable transmission mechanism, whereby the gear ratio can be continuously changed, and according to the traveling state of the vehicle. And can be driven at a suitable gear ratio.
  • the power distribution mechanism has an operation mode of the continuously variable transmission state based on the driving power or driving torque required for the vehicle.
  • the maximum gear position can be easily achieved by the power distribution mechanism.
  • the constant speed change is performed so that at least one intermediate speed is obtained.
  • the constant speed change is performed so that at least one intermediate speed is obtained.
  • the constant transmission speed is determined so that at least one intermediate gear is obtained.
  • the gear ratio is switched, and one of the power distribution mechanism and the stepped transmission mechanism is set to the speed increasing stage to obtain the first speed increasing speed, and both are set to the speed increasing speed to increase the second speed increasing speed.
  • the gear stage of the power distribution mechanism is set to a high speed side, and the clutch and brake element of the stepped transmission mechanism are preferably used.
  • the intermediate gear position can be obtained by engaging with.
  • a power distribution mechanism for distributing the output of the engine to the first motor and the transmission member is provided, and A second electric motor and a stepped transmission mechanism are provided between the transmission member and the drive wheel.
  • the power distribution mechanism can be operated as an electric continuously variable transmission and can operate as a two-stage transmission.
  • the six-speed or seven-speed gear stage is controlled by four frictional engagement elements. Therefore, the configuration is relatively simple.
  • the power distribution mechanism is constituted by one planetary gear device, the axial dimension of the power distribution mechanism is reduced, and Configured.
  • the one planetary gear device is constituted by a single binion type planetary gear device. In this way, the size is further reduced and the configuration is simple.
  • a stepped transmission mechanism is constituted by two sets of planetary gear devices, and two or more of the power distribution mechanisms are provided. By combining with gears, multiple gears can be obtained with a small number of planetary gear units.
  • the power transmission device for a vehicle of the inventions according to claims 41 to 50 and 77 to 84 it is composed of two sets of planetary gear devices and a relatively small number of planetary gear devices. The increase in size of the speed change mechanism is suppressed.
  • the power transmission device of the power transmission device is compared with the case where the power distribution mechanism and the automatic transmission are disposed on the same axis.
  • the axial dimension is shortened.
  • the dimensions of the power transmission device in the axial center direction can be placed horizontally for FF vehicles and RR vehicles, where the width is restricted by the vehicle width, that is, the first axis and the second axis are parallel to the vehicle width direction. It can be suitably used as a mountable power transmission device.
  • the second electric motor is disposed on the first axis, the power transmission device The dimension of the second shaft center in the axial direction is shortened.
  • a power distribution mechanism that distributes the output of the engine to the first motor and the transmission member is provided, and the transmission member and the drive wheel
  • a second electric motor and a stepped transmission mechanism are provided between the power transmission mechanism, a differential state in which the power distribution mechanism can be operated as an electric transmission, and a constant transmission state in which the power distribution mechanism can be operated as a transmission of two or more stages.
  • the constant speed ratio of the power distribution mechanism is switched so as to obtain an intermediate gear.
  • the number of intermediate gears can be increased, a cross ratio in which the gear ratio change range is wide (in a wide range) and the gear ratios are close to each other can be obtained.
  • the power distribution mechanism 16 that switches between the two speeds is used in a constant speed state that operates as a two-speed transmission, so the size can be reduced without increasing the number of parts.
  • a multi-stage transmission can be configured. Further, since the input clutch element that is conventionally required for selecting the input member to the stepped transmission mechanism is unnecessary, the shaft length of the power transmission device is further reduced.
  • a power distribution mechanism that distributes the output of the engine to the first electric motor and the transmission member is provided, and the transmission member and the drive wheel A second electric motor and a stepped transmission mechanism are provided between them, and the power distribution mechanism is selected between a differential state that can operate as an electric transmission and a constant transmission state that can operate as a two-stage transmission.
  • a 5-speed or 6-speed gear stage can be obtained by three friction engagement elements. Configuration is simplified.
  • a stepped transmission mechanism is configured by two sets of planetary gear units, and is combined with the power distribution mechanism having two speed steps. By combining them, a plurality of shift stages can be obtained by a small number of planetary gear devices.
  • the power distribution mechanism is constituted by one planetary gear device, the axial dimension of the power distribution mechanism is reduced, and the power distribution mechanism is simplified. Composed.
  • the one planetary gear device is constituted by a single pinion type planetary gear device. In this way, the size will be further reduced. Easy to configure.
  • the power distribution mechanism reverses the transmission member to establish the reverse shift stage, so that the reverse drive is established in the automatic transmission.
  • the reverse brake element or the like that is normally required to form the gear stage can be omitted, and the power transmission device can be reduced in size.
  • the gear ratio is continuously changed in order to operate the power distribution mechanism as an electric continuously variable transmission in the differential state. It is possible to improve the fuel efficiency of the vehicle by driving at a suitable gear ratio.
  • the power distribution mechanism includes a first element coupled to the engine, a second element coupled to the first electric motor, and a third element coupled to the transmission member.
  • the first element, the second element, and the third element can be rotated relative to each other in order to obtain the differential state, and the first element can be provided in the locked state.
  • a differential state switching device for connecting at least two of the second element and the third element to each other or bringing the second element into a non-rotating state. In this way, a power distribution mechanism that can be selectively switched between the differential state and the locked state by the differential state switching device is simply configured.
  • the automatic speed change mechanism includes a plurality of straight lines that pass through a point at which the rotation speed of the rotation element becomes zero by engagement of the first brake element and a straight line that indicates the rotation speed of the third rotation element. And a plurality of intersections between a plurality of straight lines passing through a point where the rotation speed of the rotating element becomes zero by the engagement of the second brake element and a straight line indicating the rotation speed of the third rotating element. Therefore, it is possible to easily obtain an appropriate ratio as a gear ratio of each of the seventh speed gears.
  • the transmission member constituted by a pair of members disposed on the first shaft center and the second shaft center is configured so that the engine is not connected to the power distribution mechanism. It is arranged on the opposite side.
  • the power distribution mechanism is disposed between the engine and the transmission member in the axial direction. In this way, the axial dimension of the first shaft center in the power transmission device is shortened.
  • the output rotation member of the automatic transmission mechanism on the second axis is provided with a differential drive gear, and the differential drive gear is on the opposite side of the transmission member with respect to the automatic transmission mechanism. It is what is arranged.
  • the automatic transmission is disposed between the transmission member and the differential drive gear. In this way, the axial dimension of the second axis is shortened.
  • the power transmission device for a vehicle has a differential state in which the power distribution mechanism can be operated as an electric continuously variable transmission and a single-stage or multiple-stage constant based on the vehicle state. It is selectively switched to a constant speed shift state that can operate as a transmission having a gear ratio. Therefore, it is possible to obtain a power transmission device that has both the advantages of improving the fuel efficiency of a transmission whose gear ratio is electrically changed and the high transmission efficiency of a gear transmission that mechanically transmits power.
  • the power distribution mechanism is set in a differential state to ensure the fuel efficiency of the vehicle, but at high speed running the power
  • the regions that are operated as transmissions whose gear ratio is electrically changed are the low and medium output travels of the vehicle, In other words, the electric energy to be generated by the electric motor, in other words, the maximum value of the electric energy transmitted by the electric motor can be reduced, and the electric power transmission device of the electric motor or the vehicle including the electric motor can be further downsized.
  • FIG. 1 is a skeleton diagram illustrating a configuration of a power transmission device for a hybrid vehicle according to an embodiment of the present invention.
  • FIG. 2 is a diagram for explaining the relationship between the speed change operation and the combination of the hydraulic friction engagement device used in the case where the power transmission device of the hybrid vehicle of the embodiment of FIG. It is an operation
  • FIG. 3 is a collinear diagram illustrating the relative rotational speeds of the respective gear stages when the power transmission device of the hybrid vehicle of the embodiment of FIG.
  • FIG. 4 is a diagram illustrating an example of the state of the power distribution mechanism when switched to the continuously variable transmission state, and corresponds to the power distribution mechanism portion of the collinear diagram of FIG.
  • FIG. 5 is a diagram showing the state of the power distribution mechanism 16 when it is switched to the stepped shift state by engagement of the switching clutch CO, and corresponds to the power distribution mechanism portion of the collinear diagram of FIG. FIG.
  • FIG. 6 is a diagram for explaining input / output signals of the electronic control unit provided in the power transmission device of the embodiment of FIG.
  • FIG. 7] is a functional block diagram for explaining a main part of the control operation of the electronic control device of FIG. 8]
  • FIG. 8 is a diagram showing a pre-stored relationship used for switching control between the stepless control region and the stepped control region in the switching control means of FIG.
  • FIG. 11 Another collinear diagram illustrating the relative rotational speeds of the respective gear stages when the power transmission device of the hybrid vehicle of the embodiment of FIG.
  • FIG. 12 A skeleton diagram showing an example of a power transmission device of another embodiment of the present invention, that is, a configuration in which the power transmission device of FIG.
  • FIG. 13 A skeleton diagram illustrating the configuration of a power transmission device according to another embodiment of the present invention.
  • FIG. 14 is a schematic diagram showing an example of a power transmission device according to another embodiment of the present invention, that is, a configuration in which the power transmission device of FIG. 13 is arranged in an FF manner.
  • FIG. 19 A skeleton diagram illustrating a configuration of a power transmission device for an FR vehicle according to another embodiment of the present invention.
  • FIG. 20 A co-planar view for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 21 Another fountain diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 20 is another fountain diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 20 is a schematic diagram showing an example of a power transmission device according to another embodiment of the present invention, that is, a configuration in which the power transmission device of FIG. 19 is arranged in an FF manner.
  • FIG. 24 A skeleton diagram illustrating the configuration of a power transmission device for an FF vehicle according to another embodiment of the present invention.
  • FIG. 25 A co-planar diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 26 is another fountain diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 27 A skeleton diagram illustrating a configuration of a power transmission device for an FF vehicle according to another embodiment of the present invention.
  • FIG. 28 A co-planar view for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 29 is another fountain diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 30 A configuration of a power transmission device for an FF vehicle according to another embodiment of the present invention will be described.
  • FIG. 31 is a co-planar diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 32 is another fountain diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 33 A skeleton diagram illustrating the configuration of a power transmission device for an FF vehicle according to another embodiment of the present invention.
  • FIG. 34 is a co-planar view for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 35 is another fountain diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 36 is a skeleton diagram illustrating a configuration of a power transmission device for an FF vehicle according to another embodiment of the present invention.
  • FIG. 37 is a co-planar diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 38 is another fountain diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 39 A skeleton diagram illustrating the configuration of a power transmission device for an FF vehicle according to another embodiment of the present invention.
  • FIG. 40 A co-planar view for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 41 is another fountain diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 42 A skeleton diagram illustrating the configuration of a power transmission device for an FR vehicle according to another embodiment of the present invention.
  • FIG. 43 is an operation chart illustrating the relationship between the speed change operation and the combination of the hydraulic friction engagement device used in the case where the power transmission device of the embodiment of FIG. It is.
  • FIG. 44 A co-planar view for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 45 is another diagram for explaining the relationship between the speed change operation when the power transmission device of the embodiment of FIG. 42 is continuously variable or stepped and the operation of the hydraulic friction engagement device used therefor. It is an operation
  • FIG. 46 is another fountain diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 47 is a schematic diagram showing an example of a power transmission device of another embodiment of the present invention, that is, a configuration in which the power transmission device of FIG. 42 is arranged in an FF manner.
  • FIG. 48 A skeleton diagram illustrating a configuration of a power transmission device for an FR vehicle according to another embodiment of the present invention.
  • FIG. 49 is a co-planar diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG. 48.
  • FIG. 50] is another fountain diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 49 is a schematic diagram showing an example of a power transmission device of another embodiment of the present invention, that is, a configuration in which the power transmission device of FIG. 48 is arranged in an FF manner.
  • FIG. 52 A skeleton diagram illustrating the configuration of a power transmission device for an FF vehicle according to another embodiment of the present invention.
  • FIG. 53 is a co-planar diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG. 52.
  • FIG. 55 is a skeleton diagram illustrating the configuration of a power transmission device for an FF vehicle according to another embodiment of the present invention.
  • FIG. 56 is a co-planar diagram for relatively explaining the rotational speed of the rotary element of the power transmission device of the embodiment of FIG.
  • FIG. 58 is a skeleton diagram illustrating the configuration of a power transmission device for an FF vehicle according to another embodiment of the present invention.
  • FIG. 59 is a co-planar diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 60 is another fountain diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 61 A skeleton diagram illustrating the configuration of a power transmission device for an FF vehicle according to another embodiment of the present invention.
  • FIG. 62 A co-planar view for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG. 61.
  • FIG. 63] is another fountain diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 64 A skeleton diagram illustrating the configuration of a power transmission device for an FR vehicle according to another embodiment of the present invention.
  • FIG. 65 is another fountain diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 66 A skeleton diagram illustrating the configuration of a power transmission device for an FR vehicle according to another embodiment of the present invention.
  • FIG. 67 is another diagram for explaining the relationship between the speed change operation when the power transmission device of the embodiment of FIG. 66 is continuously variable or stepped, and the combination of the hydraulic friction engagement devices used therefor. It is an operation
  • FIG. 68 Another fountain diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG. 66.
  • FIG. 69 is a schematic diagram showing an example of a power transmission device of another embodiment of the present invention, that is, a configuration in which the power transmission device of FIG. 66 is arranged in an FF manner.
  • FIG. 70 A skeleton diagram illustrating the configuration of a power transmission device for an FR vehicle in another embodiment of the present invention.
  • FIG. 71 is a co-planar diagram illustrating the rotational speed of the rotating element of the power transmission device of the embodiment of FIG. 70 relatively.
  • FIG. 72 is a skeleton diagram illustrating a configuration of a power transmission device for a hybrid vehicle according to an embodiment of the present invention.
  • FIG. 74 A collinear diagram illustrating a relative rotational speed of each gear stage when the power transmission device of the hybrid vehicle of the embodiment of FIG.
  • FIG. 75 is a skeleton diagram illustrating a configuration of a power transmission device according to another embodiment of the present invention. 76] FIG. 76 is a co-planar diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 77 is a skeleton diagram illustrating a configuration of a power transmission device which is still another example of the present invention.
  • FIG. 78 is a co-planar diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG. 77.
  • FIG. 79 is a skeleton diagram illustrating a configuration of a power transmission device which is still another example of the present invention.
  • FIG. 80 A co-planar view for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG.
  • FIG. 81 is a skeleton diagram illustrating a configuration of a power transmission device which is still another example of the present invention.
  • FIG. 82 A common / reverse diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG. 81.
  • FIG. 83 is a skeleton diagram illustrating a configuration of a power transmission device which is still another example of the present invention.
  • FIG. 84] is a co-planar diagram for relatively explaining the rotational speed of the rotating element of the power transmission device of the embodiment of FIG. 83.
  • FIG. 85 is a skeleton diagram illustrating a configuration of a power transmission device which is still another example of the present invention.
  • FIG. 86 is a co-planar diagram for relatively explaining the rotational speeds of the rotating elements of the power transmission device of the embodiment of FIG. 85.
  • FIG. 87 is a skeleton diagram illustrating a configuration of a power transmission device which is still another example of the present invention.
  • FIG. 1 is a skeleton diagram illustrating a power transmission device 10 for a hybrid vehicle according to an embodiment of the present invention.
  • the power transmission device 10 is not shown directly to the engine 8 in a transmission case 12 (hereinafter referred to as case 12) as a non-rotating member attached to the vehicle body.
  • case 12 a transmission case 12
  • An input shaft 14 that functions as an input member that is connected indirectly via an absorption damper (vibration damping device) to input the output of the engine 8, and power as a differential mechanism connected to the input shaft 14
  • the automatic transmission 20 which is a stepped transmission mechanism connected in series via a transmission member (transmission shaft) 18 between the distribution mechanism 16, the power distribution mechanism 16 and the output shaft 22, and this automatic An output shaft 22 as an output member connected to the transmission 20 is provided in series on a common shaft center.
  • the power transmission device 10 of the present embodiment is suitably used for an FR (front engine 'rear drive) type vehicle that is installed vertically in a vehicle, and is a pair of drives with an engine 8 as a driving power source for traveling. As shown in FIG.
  • the power distribution mechanism 16 is a differential mechanism that mechanically synthesizes or distributes the output of the engine 8 input to the input shaft 14, and outputs the output of the engine 8 to the first electric motor Ml and the transmission member 18. Or the output of the engine 8 and the output of the first motor Ml are combined and output to the transmission member 18.
  • the second electric motor M2 is provided at any portion between the force transmission member 18 and the output shaft 22 provided to rotate integrally with the transmission member 18. May be.
  • the first electric motor Ml and the second electric motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first electric motor Ml includes at least a generator (power generation) function for generating a reaction force, The second electric motor M2 has at least a motor (electric motor) function for outputting driving force.
  • the power distribution mechanism 16 mainly includes, for example, a single pinion type planetary gear unit 24 having a predetermined gear ratio p 0 of “0.428”, a switching clutch CO, and a switching brake B0.
  • This planetary gear device 24 has a sun gear S0, a planetary gear P0, a carrier CA0 that supports the planetary gear P0 so that it can rotate and revolve, and a ring gear R0 that meshes with the sun gear SO via the planetary gear P0. I have. If the number of teeth of the sun gear SO is ZS 0 and the number of teeth of the ring gear R0 is ZR0, the gear ratio p 0 is ZS0 / ZR0.
  • the carrier CA0 is connected to the input shaft 14, that is, the engine 8, the sun gear SO is connected to the first electric motor Ml, and the ring gear R0 is connected to the transmission member 18.
  • the switching brake B0 is provided between the sun gear SO and the transmission case 12, and the switching clutch CO is provided between the sun gear SO and the carrier CA0.
  • the gear ratio ⁇ 0 is a differential state that functions as an electric continuously variable transmission that is continuously changed from the minimum value ⁇ Omin force to the maximum value ⁇ Omax , for example, a continuously variable transmission state.
  • the switching brake ⁇ when the switching brake ⁇ is engaged in place of the switching clutch CO and the sun gear SO is brought into a non-differential state that is a non-rotating state, the ring gear R0 is increased in speed than the carrier CA0. Since the engine is rotated, the power distribution mechanism 16 is set to a constant transmission state in which the speed ratio ⁇ 0 functions as a speed increasing transmission fixed at a value smaller than “1”, for example, about “0.7”.
  • the switching clutch CO and the switching brake ⁇ 0 use the electric power distribution mechanism 16 as an electric continuously variable transmission in which the differential state, for example, the gear ratio can be continuously changed.
  • Type differential state continuously variable transmission state
  • non-differential state for example, a locked state in which the gear ratio change is locked without operating as a continuously variable transmission without operating as a continuously variable transmission, ie, 1 or 2
  • It functions as a differential state switching device (switching device) that selectively switches to a constant gear shift state that can operate as a single-stage or multi-stage transmission with various gear ratios.
  • the automatic transmission 20 includes a single pinion type first planetary gear unit 26 and a single pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear Sl, a first planetary gear PI, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first sun gear via a first planetary gear PI.
  • the first ring gear R1 that meshes with SI is provided, and has a predetermined gear ratio p 1 of, for example, “0. 500”.
  • the second planetary gear device 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2.
  • a second ring gear R2 that meshes with the sun gear S2 is provided, and has a predetermined gear ratio p 2 of, for example, “0.308”.
  • the gear ratio p1 is ZS 1 / ZR1 and the gear ratio p 2 are ZS2 / ZR2.
  • the first sun gear S1 is selectively connected to the transmission member 18 via the third clutch C3, and selectively to the case 12 that is a non-rotating member via the first brake B1.
  • the first carrier CA1 and the second ring gear R2 are connected together and selectively connected to the transmission member 18 via the second clutch C2 and via the second brake B2.
  • the first ring gear R1 and the second carrier CA2 are integrally connected to the output shaft 22, and the second sun gear S2 is connected to the output member 18 via the first clutch C1. Is selectively linked to
  • the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3, the switching brake B0, the first brake Bl, and the second brake B2 are used in a conventional automatic transmission for vehicles.
  • This is a hydraulic friction engagement device that is often used! Wet multi-plate type in which a plurality of friction plates stacked on top of each other are pressed by a hydraulic actuator, excluding the first brake B1 Although it is an engagement device, the first brake B1 is composed of a band brake in which one end of one or two bands wound around the outer peripheral surface of the rotating drum is tightened by a hydraulic actuator, and these are interposed. The members on both sides are selectively connected.
  • the switching clutch C0, the first clutch Cl, the second clutch C2, and the third clutch C3 By selectively engaging the switching brake B0, the first brake Bl, and the second brake B2, the first gear (first gear) to the seventh gear (the seventh gear) ),
  • the power distribution mechanism 16 is provided with a switching clutch CO and a switching brake ⁇ 0, and the power distribution mechanism 16 is operated as described above by engaging any one of the switching clutch CO and the switching brake B0.
  • a stepped transmission is configured by the power distribution mechanism 16 and the automatic speed changer 20 that are brought into a constant speed change state by engaging any force of the switching clutch CO and the switching brake B0.
  • the power distribution mechanism 16 and the automatic speed changer 20 that are brought into the continuously variable transmission state by not engaging the switching clutch CO and the switching brake B 0 constitute a continuously variable transmission.
  • the engagement of the switching clutch C0, the first clutch CI, and the second brake B2 establishes the first speed gear stage in which the speed ratio ⁇ 1 is a maximum value, for example, “4.250”, and the switching brake ⁇ 0, 1 By engaging the clutch C1 and the second brake ⁇ 2, the second speed gear stage in which the speed ratio ⁇ 2 is smaller than the first speed gear stage, for example, “2.976”, is established, and the switching clutch C0, 1 By engaging the clutch C1 and the first brake B1, the third speed gear stage in which the gear ratio ⁇ 3 is smaller than the second speed gear stage, for example, “2.083” is established, and the switching brake ⁇ 0,
  • the engagement of the first clutch C1 and the first brake B1 establishes the fourth speed gear stage in which the speed ratio ⁇ 4 is smaller than the third speed gear stage, for example, “1.459”, and the switching clutch Due to the engagement of C0, first clutch C1 and second clutch C
  • the fifth gear which is a smaller value, for example, “1.000”, is established, and the gear ratio ⁇ 6 is changed to the fifth gear by engaging the switching clutch C0, the second clutch C2, and the first brake B1.
  • a lower value, for example, “0.467” is established as the seventh gear.
  • the gear ratio ⁇ R is a value between the third speed gear stage and the fourth speed gear stage, for example, “2.000”.
  • a reverse gear for engine driving or a reverse gear for motor driving is established. When the neutral “ ⁇ ” state is set, for example, only the second brake ⁇ 2 is engaged.
  • the speed is changed from the first speed gear stage to the second speed gear stage by switching the low speed ratio of the power distribution mechanism 16 from the high speed side, that is, from the engagement of the switching clutch CO to the engagement of the switching brake ⁇ 0.
  • the power distribution mechanism 16 is switched to the low speed side and the automatic transmission 20 is shifted by the so-called simultaneous shift in which the speed is changed to the speed increasing stage. Shifting from the fourth gear to the fourth gear is performed by switching the power distribution mechanism 16 to the high speed side, and from the fourth gear to the fifth gear, the power distribution mechanism 16 is switched to the low speed side.
  • the automatic transmission 20 is shifted by the simultaneous shift that is shifted to the speed increase stage, and only the automatic transmission 20 is shifted to the speed increase stage from the fifth speed gear stage to the sixth speed gear stage.
  • the power distribution mechanism 16 is switched to the high speed side. The speed is changed by switching.
  • the second gear, the fourth gear, and And the seventh gear stage functions as an intermediate gear stage, and the gear is shifted only during a stepped shift.
  • the constant speed ratio of the power distribution mechanism 16 is set in advance so that the speed ratio becomes a suitable value.
  • the speed increase step (sixth gear step) is obtained only by the shift of the automatic transmission 20, and in this state, the power is distributed.
  • a speed increasing step (seventh speed gear) having a speed ratio smaller than that of the sixth gear is obtained.
  • a speed increasing step with a small ratio can be obtained, and a multi-stage transmission can be achieved.
  • the gear ratios of the adjacent gear speeds are changed in an equal ratio, which is ideal for stepped gear shifting, and the change ratio between the gear speeds of each gear speed (speed ratio step). ) Is almost constant. That is, the change ratio ( ⁇ 1 / ⁇ 2) of the gear ratio between the first gear and the second gear is 1.428, and the ratio between the second gear and the third gear is The change ratio ( ⁇ 2 / ⁇ 3) of the gear ratio during this period is 1.429, and the change ratio 3 / ⁇ 4) of the speed ratio between the third gear and the fourth gear is 1.
  • the gear ratio change rate of 5 / ⁇ 6) is 1.499
  • the gear ratio change rate ( ⁇ 6 / ⁇ 7) between the sixth gear and the seventh gear is 1.428. is there.
  • the overall gear ratio width ( ⁇ 1 / ⁇ 7) is set to a significantly large value of 9.104.
  • FIG. 3 shows a power transmission device 10 including a power distribution mechanism 16 that functions as a continuously variable transmission unit or a first transmission unit, and an automatic transmission 20 that functions as a stepped transmission unit or a second transmission unit.
  • Fig. 2 shows a collinear chart that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements that are connected in different gear stages.
  • the collinear diagram of FIG. 3 is a two-dimensional coordinate that shows the relative relationship of the gear ratio p of each planetary gear unit 24, 26, 28 in the horizontal axis direction and the relative rotational speed in the vertical axis direction.
  • the lower horizontal line XI of the two horizontal axes indicates the rotational speed zero
  • the upper horizontal line X2 indicates the rotational speed "1.0", that is, the rotational speed NE of the engine 8 connected to the input shaft 14.
  • the three vertical lines Yl, ⁇ 2, and ⁇ 3 of the power distribution mechanism 16 indicate the sun gear S0 and the second rotating element (second element) RE2 corresponding to the first rotating element (first element) RE1 in order from the left side.
  • the interval between the vertical lines Y1 and Y2 corresponds to 1
  • the interval between the vertical lines Y2 and Y3 corresponds to the gear ratio p0.
  • the four vertical lines Y4, ⁇ 5, ⁇ 6, and ⁇ 7 of the automatic transmission 20 indicate the first sun gear Sl
  • the fifth rotation element (fourth element) corresponding to the fourth rotation element (fourth element) RE4 5th element) 1st carrier CA1 and 2nd ring gear R2 connected to each other corresponding to RE5
  • 6th rotating element (6th element) 1st ring gear R1 and 2nd carrier connected to each other corresponding to RE6 CA2 and 7th rotating element (seventh element)
  • the relative rotational speeds of the second sun gear S2 corresponding to RE7 are shown respectively. 1 and p 2 respectively. That is, as shown in FIG. 3, each of the first and second planetary gear devices 26 and 28 corresponds to 1 between the sun gear and the carrier, and between the carrier and the ring gear corresponds to p. It is supposed to be.
  • the power transmission device 10 of the present embodiment is configured so that the power distribution mechanism (continuously variable transmission unit) 16 has three rotating elements (elements) of the planetary gear device 24. ) Is connected to the input shaft 14 and is selectively connected to the sun gear SO, which is one of the other rotating elements, via the switching clutch C 0.
  • the first rotating element RE1 (sun gear SO), which is one of the other rotating elements, is connected to the first electric motor Ml and selectively connected to the case 12 via the switching brake B0.
  • a third rotating element RE3 (ring gear RO) is connected to the transmission member 18 and the second electric motor M2, so that the rotation of the input shaft 14 is transmitted (inputted) to the automatic transmission 20 via the transmission member 18. It is configured.
  • the relative relationship between the rotational speed of the sun gear SO and the rotational speed of the ring gear R0 is shown by an oblique straight line L0 passing through the intersection of Y2 and X2.
  • the collinear diagram of the power distribution mechanism 16 indicated by the three vertical lines Yl, ⁇ 2, and ⁇ 3 shown on the left side is a speed-up shift by the engagement of the switching brake ⁇ 0.
  • the figure shows the constant shift state that functions as a machine.
  • the straight line L0 becomes the state shown in FIG. 3
  • the rotational speed of the member 18 is input to the automatic transmission 20 at a speed increased from the engine rotational speed ⁇ .
  • the state in which the switching brake ⁇ 0 is engaged corresponds to the state in which the constant speed ratio of the power distribution mechanism 16 of the present invention is switched to the high speed side.
  • FIG. 4 shows the state of the power distribution mechanism 16 when it is switched to the continuously variable transmission state by releasing the switching clutch CO and the switching brake ⁇ 0.
  • the rotation of the sun gear SO indicated by the intersection of the straight line L0 and the vertical line Y1 is continuously raised or lowered by controlling the reaction force generated by the first motor Ml
  • the straight line L0 and the vertical line Y3 The rotational speed of the ring gear R0 indicated by the intersection of the values is continuously lowered or raised, and is input to the automatic transmission 20 by such a rotation that is continuously changed.
  • the switching clutch C0 and the switching brake B0 are released and the rotational speed of each rotating element of the power distribution mechanism 16 is controlled by the first electric motor Ml, for example, the continuously variable transmission state force S, the differential of the present invention.
  • the first electric motor Ml for example, the continuously variable transmission state force S
  • the differential of the present invention This corresponds to an example of an electric differential state in which the state is electrically controlled.
  • FIG. 5 is a collinear diagram corresponding to the power distribution mechanism 16 portion, and shows a state when the gear ratio is switched to the constant gear shift state of 1 by the engagement of the switching clutch CO.
  • the sun gear SO and the carrier CA0 are connected by the engagement of the changeover clutch CO, the three rotation elements rotate together, so the straight line L0 is aligned with the horizontal line X2 and the same rotation as the engine speed NE.
  • the transmission member 18 is rotated and input to the automatic transmission 20 at the same rotation as the engine rotation speed NE. This corresponds to the state force S in which the switching clutch C0 is engaged and the state in which the constant speed ratio of the power distribution mechanism 16 of the present invention is switched to the low speed side.
  • the fourth rotating element RE4 (S1) is selectively coupled to the transmission member 18 via the third clutch C3 and selected to the case 12 via the first brake B1.
  • the fifth rotating element RE5 (CA1 and R2) is selectively connected to the case 12 via the second brake B2 and selectively connected to the transmission member 18 via the second clutch C2.
  • the sixth rotating element RE6 (R1 and CA2) is connected to the output shaft 22, and the seventh rotating element RE7 (S2) is selectively connected to the transmission member 18 via the first clutch C1.
  • the rotational speed of the sixth rotating element R E6 connected to the output shaft 22 and the oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2 with the switching brake B0 engaged.
  • the rotation speed of the output shaft 22 of the second speed is indicated by the intersection with the vertical line Y6, and is determined by the engagement of the first clutch C1 and the first brake B1 when the switching clutch CO is engaged.
  • the rotational speed of the third output shaft 22 is indicated at the intersection of the diagonal line L3 and the vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22, and the switching brake B0 is engaged.
  • the rotational speed of the sixth output shaft 22 is indicated at the intersection with the vertical line Y6 indicating the rotational speed of the sixth rotational element RE6, and the second clutch C2 and the first brake are engaged when the switching brake B0 is engaged.
  • the rotation of the seventh output shaft 22 at the intersection of the slanted straight line L7 determined by the engagement with B1 and the vertical line Y6 indicating the rotation speed of the sixth rotation element RE6 connected to the output shaft 22 Speed is indicated. Further, the vehicle travels backward at the intersection of an oblique straight line LR determined by engaging the third clutch C3 and the second brake B2 and a vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22.
  • the rotational speed of the output shaft 22 of the gear stage is shown.
  • FIG. 6 illustrates a signal input to the electronic control device 40 for controlling the power transmission device 10 of the present embodiment and a signal output from the electronic control device 40.
  • the electronic control device 40 is configured to include a so-called microcomputer including a CPU, a ROM, a RAM, an input / output interface, and the like, and uses a temporary storage function of the RAM according to a program stored in advance in the ROM.
  • drive control such as hybrid drive control for the engine 8 and the motors Ml and M2 and shift control for the automatic transmission 20 is executed.
  • the electronic control unit 40 includes a signal indicating the engine water temperature, a signal indicating the shift position, a signal indicating the engine rotation speed NE, which is the rotation speed of the engine 8, from the sensors and switches shown in FIG.
  • the electronic control unit 40 provides a drive signal to the throttle actuator that controls the opening of the throttle valve, a supercharging pressure adjustment signal for adjusting the supercharging pressure, and an electric air conditioner to operate.
  • Electric air conditioner drive signal ignition signal to command the ignition timing of engine 8, command to operate motors Ml and M2 Command signal, shift position (operation position) display signal for operating the shift indicator, gear ratio display signal for displaying the gear ratio, snow mode display signal for displaying the snow mode, braking ABS operation signal for operating the ABS actuator to prevent the wheels from slipping, M mode display signal for displaying that the M mode is selected, hydraulic friction mechanism for the power distribution mechanism 16 and automatic transmission 20
  • a valve command signal for operating the solenoid valve included in the hydraulic control circuit 42 to control the hydraulic actuator of the combined device, a drive command signal for operating the electric hydraulic pump that is the hydraulic source of the hydraulic control circuit 42, and electric Signals for driving the heater and signals to the cruise control computer are output.
  • FIG. 7 is a functional block diagram for explaining a main part of a control method of the power transmission device 10, that is, a control function by the electronic control device 40.
  • the switching control means 50 for example, from the relationship (switching map) stored in the pre-shift diagram storage means 56 shown in FIG. 8, the driving force related value related to the actual vehicle speed V and the driving force of the hybrid vehicle, eg, output.
  • the driving force related value related to the actual vehicle speed V and the driving force of the hybrid vehicle eg, output.
  • the switching control means 50 determines that it is the stepped shift control area
  • the hybrid control means 52 functioning as a continuously variable transmission control means does not permit (inhibit) hybrid control or continuously variable transmission control.
  • the step-change control means 54 is permitted to perform shift control at the time of preset step-change.
  • the stepped speed change control means 54 executes automatic speed change control according to a speed change diagram (not shown) stored in advance in the speed change diagram storage means 56.
  • the driving force-related value is a parameter corresponding to the driving force of the vehicle on a one-to-one basis, and is related to the driving torque on the driving wheel 38 or the driving force itself.
  • output torque TOUT of automatic transmission 20 engine output torque TE, vehicle acceleration, for example, accelerator opening or throttle opening (or intake air amount, air-fuel ratio, fuel injection amount) and engine speed NE
  • vehicle acceleration for example, accelerator opening or throttle opening (or intake air amount, air-fuel ratio, fuel injection amount)
  • engine speed NE The engine is calculated based on the actual value of engine output torque TE, etc., the accelerator pedal operation amount of the driver, or the throttle opening. It may be an estimated value such as the output torque and the required driving force.
  • the switching control means 50 determines that the vehicle state represented by the vehicle speed V and the output torque TOUT is within the continuously variable control region
  • the power distribution mechanism 16 is electrically A command to release the switching clutch CO and the switching brake B0 so as to enable step shifting is output to the hydraulic control circuit 42.
  • the hybrid control means 52 outputs a signal for permitting the hybrid control 52 and the hybrid control means 52, and the stepped speed change control means 54 is permitted to automatically shift according to the preset shift diagram of FIG. Output a signal.
  • the automatic transmission is performed by the stepped shift control means 54 by the operation excluding the engagement of the switching clutch C0 and the switching brake B0 in the engagement table of FIG.
  • the power distribution mechanism 16 functions as a continuously variable transmission
  • the automatic transmission 20 in series with the power distribution mechanism 16 functions as a stepped transmission.
  • the rotational speed input to the automatic transmission 20, that is, the rotational speed of the transmission member 18, is continuously changed with respect to the first to fourth gears of the automatic transmission 20.
  • the stage has a continuously variable transmission ratio width. Accordingly, the gear ratio between the gear stages can be continuously changed continuously, and the total gear ratio ⁇ of the power transmission device 10 as a whole can be obtained continuously.
  • the hybrid control means 52 performs motor traveling using the second electric motor 2 as a drive source at a relatively low speed and light load traveling as in normal starting.
  • the hybrid control means 52 operates the engine 8 in an efficient operating range at normal vehicle speed and normal load driving, while driving the engine 8 and the first electric motor Ml and / or the second electric motor ⁇ 2. Change the distribution of to be optimal. For example, the driver's required output is calculated from the accelerator pedal operation amount and the vehicle speed at the traveling vehicle speed at that time, the driver's required output and the required charging power are also calculated, and the engine speed and Based on the total output and the engine speed NE, the engine 8 is controlled so as to obtain the engine output, and the power generation amount of the first motor Ml is controlled.
  • the hybrid control means 52 executes the control in consideration of the gear position of the automatic transmission 20, or issues a shift command to the automatic transmission 20 for improving the fuel consumption.
  • the engine speed N determined to operate the engine 8 in an efficient operating range N
  • the power distribution mechanism 16 is caused to function as an electric continuously variable transmission.
  • the hybrid control means 52 is a total of the power transmission device 10 so that the engine 8 can be operated along a pre-stored optimum fuel consumption rate curve that achieves both drivability and fuel efficiency during continuously variable speed driving.
  • a target value of the gear ratio ⁇ ⁇ ⁇ is determined, and the gear ratio ⁇ 0 of the power distribution mechanism 16 is controlled so that the target value is obtained, and the total gear ratio ⁇ ⁇ is within a changeable range of the gear, for example, 13 to 0. It will be controlled within the range of 5.
  • the hybrid control means 52 supplies the electric energy generated by the first electric motor Ml to the power storage device 60 and the second electric motor M2 through the inverter 58, so that the main part of the power of the engine 8 Is mechanically transmitted to the transmission member 18 A part of the power of the engine 8 is consumed for the power generation of the first electric motor Ml, where it is converted into electric energy, and the electric energy is supplied through the inverter 58 The electric power is supplied to the two electric motors M2 or the first electric motor Ml, and is transmitted from the second electric motor M2 or the first electric motor Ml to the transmission member 18.
  • the hybrid control means 52 can make the motor run fi by the electric CVT function of the power distribution mechanism 16 regardless of whether the engine 8 is stopped or in an idle state.
  • Fig. 8 is a shift diagram (relationship) pre-stored in the shift diagram storage means 56, which is a basis for the shift determination of the automatic transmission 20, and is an output that is a vehicle speed V and a driving force related value. It is an example of a shift diagram (shift map) composed of two-dimensional coordinates with torque TOUT as a parameter.
  • the thick line indicating low vehicle speed and low load in Fig. 8 indicates the motor travel area.
  • the solid line in Fig. 8 is the upshift line, and the alternate long and short dash line is the downshift line.
  • the upshift line and the downshift The lines are thinned out, and the forward, fourth gears of the first gear, the third gear, the fifth gear, and the sixth gear are the forward gears, whereas in the stepped control area, It is a forward 7-speed shift from 1st gear to 7th gear. Further, as shown by a two-dot chain line with respect to the broken line in FIG. 8, a hysteresis is provided for the determination of the stepped control region and the stepless control region.
  • the judgment output torque TOUT2 is a value for judging the normal torque area (normal output running area) when the output torque TOUT is less than that, in order to form hysteresis to prevent the judgment from fluttering. It is set lower than the judgment output torque TOUT1 by a predetermined value.
  • the judgment vehicle speed V2 is a value for judging the normal rotation region (normal rotation running region) when the vehicle speed V becomes lower than that, and the judgment vehicle speed VI is used to form a hysteresis to prevent the judgment fluctuation. Is set lower than the predetermined value.
  • the output torque TOUT is higher than the preset judgment output torque TOUT1 or higher torque range (high power travel zone), and the vehicle speed V is preset judgment vehicle speed VI or higher In the high speed region, that is, the vehicle speed that is uniquely determined by the engine speed NE and the total gear ratio ⁇ ⁇ , the vehicle speed region in which the vehicle speed exceeds a predetermined value, or the output torque ⁇ and Since the high output region where the output calculated from the total gear ratio ⁇ ⁇ exceeds the predetermined value is set as the stepped control region, the stepped shift control according to the speed change line shown in FIG.
  • FIG. 9 is a diagram showing an example of a shift operation device 46 that is a manual transmission operation device.
  • the shift operation device 46 includes, for example, a shift lever 48 that is arranged beside the driver's seat and is operated to select a plurality of types of shift positions.
  • the shift lever 48 has a power transmission path in the power transmission device 10 in which neither the clutch C1 nor the clutch C2 is engaged, that is, in the automatic transmission 20.
  • the shift positions shown in the above “P” to “M” positions are the “P” position and the “N” position, which are non-traveling positions that are selected when the vehicle is not traveling.
  • the position and the “M” position are the running fi positions that are selected when the vehicle is driven.
  • the “D” position is also the fastest running fi position, and for example, the “4” range to the “L” range in the “M” position has an engine braking effect.
  • the "M” position is provided adjacent to the width direction of the vehicle at the same position as the "D” position in the longitudinal direction of the vehicle, for example, and the shift lever 48 is operated to the “M” position.
  • either the “D” range or the “L” range is changed according to the operation of the shift lever 48.
  • the “M” position is provided with an upshift position “+” and a downshift position “one” in the front-rear direction of the vehicle, and the shift lever 48 has their upshift position “+”. ”Or downshift position“ ”switches to either“ D ”range or“ L ”range.
  • the five shift ranges from the “D” range to the “L” range at the “M” position are the high-speed side (shift gears) in the change range of the total transmission ratio ⁇ ⁇ ⁇ that allows automatic transmission control of the power transmission device 10.
  • the gear shift stage (gear stage) shifts so that there are multiple types of shift ranges with different total speed ratios ⁇ ⁇ and the highest speed side shift stage where the automatic transmission 20 can be shifted.
  • the range is limited.
  • the shift lever 48 is automatically returned from the upshift position “+” and the downshift position “one” to the “ ⁇ ” position by a biasing means such as a spring.
  • the shift operation device 46 is provided with a shift position sensor (not shown) for detecting each shift position of the shift lever 48, and electronically controls the shift position of the shift lever 48 and the number of operations at the “ ⁇ ” position. Output to device 40.
  • the shift control means 50 automatically changes the shift state of the power transmission device 10 based on the previously stored switching map shown in FIG. Switching control is executed, and the power distribution machine is operated by the hybrid control means 52.
  • the continuously variable transmission control of the structure 16 is executed, and the automatic transmission control of the automatic transmission 20 is executed by the stepped transmission control means 54.
  • the power transmission device 10 is switched to the stepped speed change state, the power transmission device 10 is automatically controlled in the range of the first gear to the seventh gear as shown in FIG. 2, for example.
  • the power transmission device 10 when the power transmission device 10 is switched to the continuously variable transmission state, the power transmission device 10 is connected to the continuously variable transmission ratio width of the power distribution mechanism 16 and the first to fourth gears of the automatic transmission 20.
  • the automatic transmission control is performed within the change range of the total speed ratio ⁇ ⁇ ⁇ that can be changed by the power transmission device 10 obtained with each gear stage that is automatically controlled in the speed gear range.
  • This “D” position is also a shift position for selecting an automatic transmission mode (automatic mode), which is a control mode in which automatic transmission control of the power transmission device 10 is executed.
  • the stepped shift control means 54 performs automatic shift control within the range of the total gear ratio ⁇ ⁇ ⁇ that can be shifted in each shift range of the power transmission device 10. For example, when the power transmission device 10 is switched to the stepped speed change state, the automatic transmission control is performed within the range of the total gear ratio ⁇ ⁇ ⁇ at which the power transmission device 10 can shift in each speed range or the power transmission is performed. During continuously variable speed travel where the device 10 is switched to the continuously variable transmission state, the power transmission device 10 is capable of shifting the automatic transmission 20 according to the continuously variable speed ratio range of the power distribution mechanism 16 and each shift range.
  • Automatic shift control is performed within the range of the total gear ratio ⁇ ⁇ that can be shifted in each shift range of the power transmission device 10 obtained with each gear stage that is automatically controlled within the shift range.
  • This “ ⁇ ” position is also a shift position for selecting a manual shift traveling mode (manual mode), which is a control method in which manual shift control of the power transmission device 10 is executed.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, and between the transmission member 18 and the drive wheel 38, A second electric motor M2 and an automatic transmission (stepped transmission mechanism) 20 are installed between them, and the power distribution mechanism 16 can operate as an electric continuously variable transmission and can operate as a two-stage transmission.
  • the vehicle's power transmission device 10 that is selectively switched to a constant speed shift state is operated as a stepped automatic transmission, a seventh speed can be obtained. Therefore, a cross ratio in which the change ratio of the gear ratio is wide (in a wide range) and the gear ratios are close to each other can be obtained. Further, since the transmission path for directly transmitting the rotation of the input shaft (input member) 14 to which the output of the engine 8 is input to the automatic transmission 20 is not added, the entire power transmission device 10 is increased in size. It is prevented.
  • four gear ratios can be achieved by the planetary gear unit 26, the planetary gear unit 28, and a relatively small number of planetary gear units. Typing can be suppressed.
  • the power distribution mechanism 16 is fixed to the two-stage transmission, and the intermediate speed is achieved only in the stepped speed change state. A wide and cross ratio gear ratio can be obtained.
  • the operating state of the first electric motor Ml is controlled in the electric differential state, whereby the power distribution mechanism 16 is operated as a continuously variable transmission mechanism, whereby the speed change ratio is increased. It is possible to continuously change the speed of the vehicle with the force of running at a suitable speed change gear according to the running state of the vehicle.
  • the power distribution mechanism 16 is selectively operated in a continuously variable transmission state or a stepped transmission state based on the driving power or driving torque required for the vehicle. By switching, it becomes possible to efficiently switch between stepped and continuously variable transmission states, and fuel consumption can be improved.
  • the intermediate speed stage (the present embodiment) is achieved by setting the gear stage of the power distribution mechanism 16 to the high speed side and suitably engaging the clutch and brake elements of the automatic transmission 20. 2nd, 4th, 7th) can be obtained, and when the automatic transmission 20 is shifted to a high speed, the maximum gear can be easily achieved.
  • the gear ratio of the automatic transmission 20 is obtained by switching the constant gear ratio so that at least one intermediate gear stage is obtained, and further obtaining the speed increasing stage by setting the constant gear ratio of the power distribution mechanism 16 to the high speed side. Therefore, it is possible to increase the number of shift stages while suppressing an increase in the size of the power transmission device 10.
  • the constant gear ratio is switched so that at least one intermediate gear stage is obtained, and the automatic transmission is further changed.
  • the constant gear ratio is switched so that at least one intermediate gear stage is obtained, and the power distribution mechanism
  • the automatic transmission is obtained by obtaining the first speed increase stage by setting one of the speed increase stage 16 and the automatic transmission 20 and obtaining the second speed increase speed by setting both the speed increase speed stages. Since it is possible to achieve at least 6 shift stages in combination with the 20 shift stages, it is possible to increase the number of stages while suppressing an increase in the size of the power transmission device 10.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, and the first between the transmission member 18 and the drive wheel 38 is provided.
  • 2Electric motor M2 and automatic transmission (stepped transmission mechanism) 20 are provided, and the power distribution mechanism 16 can operate as an electric continuously variable transmission and can operate as a two-stage transmission.
  • a vehicle power transmission device 10 that is selectively switched to a constant speed state is operated as a stepped automatic transmission, a seventh speed stage is obtained by four friction engagement elements. Therefore, the configuration is relatively simple.
  • the reverse gear can be obtained only by adding one third clutch C3 to the automatic transmission 20.
  • the power distribution mechanism 16 is configured by one planetary gear device 24, the axial dimension of the power distribution mechanism 16 is reduced. Easy to configure.
  • the planetary gear unit 24 is constituted by a single pinion type planetary gear unit, so that it is further downsized and easily configured.
  • an automatic transmission (a stepped transmission mechanism) 20 is configured, and by combining with a power distribution mechanism 16 having two transmission stages, a seventh speed stage can be obtained by a small number of planetary gear units.
  • Fig. 10 is another engagement operation table for explaining combinations of operations of the hydraulic friction engagement devices of the power transmission device 10 of the hybrid vehicle according to the embodiment of the present invention. This corresponds to Figure 2.
  • the basic configuration of the power transmission device 10 of the hybrid vehicle of the present embodiment is the same as that of FIG. 1 and FIGS. 4 to 9 described above, and therefore, the reference numerals attached to the devices and members are the same. Is omitted.
  • the following description will focus on the engagement operation table and collinear chart, which are the differences.
  • the power distribution mechanism 16 is provided with a switching clutch CO and a switching brake ⁇ 0, and the power distribution mechanism 16 is operated as described above by engaging any one of the switching clutch CO and the switching brake B0.
  • a continuously variable transmission state that can operate as a continuously variable transmission
  • the continuously variable transmission is configured by the power distribution mechanism 16 and the automatic transmission 20 that are brought into the continuously variable transmission state by not engaging the switching clutch CO and the switching brake B0.
  • the gear ratio ⁇ 1 is obtained by the engagement of the switching clutch C0, the first clutch C1, and the second brake B2. Is set to a maximum value of, for example, “4.250”, and the gear ratio ⁇ 2 is greater than that of the first gear by engaging the switching brake ⁇ 0, the first clutch C1, and the second brake ⁇ 2.
  • the second speed gear stage having a smaller value, for example, “2.976”, is established, and the gear ratio ⁇ 3 is greater than the second speed gear stage due to the engagement of the switching clutch C0, the first clutch C1, and the first brake B1.
  • the third gear which is a smaller value, for example, “2.048”, is established, and the gear ratio ⁇ 4 is set to the third gear by engaging the switching brake ⁇ 0, the first clutch C1, and the first brake B1.
  • the fourth gear which is a value smaller than the gear, for example “1.434”, is established, and the switching clutch
  • the engagement of C0, first clutch C1, and second clutch C2 establishes the fifth speed gear stage in which the gear ratio ⁇ 5 is smaller than the fourth speed gear stage, for example, “1.000”.
  • the sixth speed gear stage in which the gear ratio ⁇ 6 is smaller than the fifth speed gear stage, for example, “0.700” is established.
  • the gear ratio ⁇ R is a value between the second speed gear stage and the third speed gear stage, for example, “2.100”.
  • a reverse gear for engine driving or a reverse gear for motor driving is established.
  • the gear ratios of the gears adjacent to each other are changed in an equal ratio, which is ideal for a stepped gear shift.
  • the change ratio ( ⁇ 4 / ⁇ 5) of the gear ratio between the 4th speed gear stage and the 5th speed gear stage is 1.434
  • the 5th speed gear stage and the 6th speed gear stage The change ratio 5 / ⁇ 6) between the first and second gears is 1.428
  • the change ratio ( ⁇ 6 / ⁇ 7) between the sixth gear and the seventh gear is 1 ⁇ 476.
  • the overall gear ratio width ( ⁇ 1 / ⁇ 7) is set to 8.859, which is a significantly large value.
  • Fig. 11 shows a linear relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 10 including the power distribution mechanism 16 and the automatic transmission 20.
  • the collinear diagram that can be represented above is shown. Since the rotating elements corresponding to the seven vertical lines Y1 to ⁇ 7 in the collinear chart of FIG. 11 are the same as the rotating elements of the collinear chart of FIG. 3, the description thereof is omitted.
  • the gear ratio ⁇ 0 of the planetary gear unit 24 of the present embodiment is about “0.428”, the gear ratio ⁇ 1 of the planetary gear unit 26 is about “0.476”, and the gear ratio of the planetary gear unit 28 is ⁇ 2 is set to about “0. 308”.
  • the fourth rotating element RE4 (S1) is selectively connected to the transmission member 18 via the third clutch C3 and selected to the case 12 via the first brake B1.
  • the fifth rotating element RE5 (CA1 and R2) is selectively connected to the case 12 via the second brake B2 and selectively connected to the transmission member 18 via the second clutch C2.
  • the sixth rotating element RE6 (R1 and CA2) is connected to the output shaft 22, and the seventh rotating element RE7 (S2) is selectively connected to the transmission member 18 via the first clutch C1.
  • the first clutch C1 and the second brake B2 are engaged in the engaged state of the switching clutch CO, so that the seventh rotating element RE7 as shown in FIG. Connected to the output shaft 22 and an oblique straight line L1 passing through the intersection of the vertical line Y7 and horizontal line X2 indicating the rotational speed of the vertical axis and the intersection of the vertical line Y5 and horizontal line XI indicating the rotational speed of the fifth rotational element RE5.
  • Rotation of output shaft 22 at the 1st speed at the intersection with the vertical line Y6 indicating the rotation speed of the 6th rotation element RE6 Speed is indicated.
  • the rotational speed of the sixth rotating element RE6 connected to the output shaft 22 and the oblique straight line L2 determined by engaging the first clutch C1 and the second brake B2 with the switching brake BO engaged.
  • the rotational speed of the output shaft 22 of the second speed is indicated by the intersection with the vertical line Y6, and is determined by the engagement of the first clutch C1 and the first brake B1 when the switching clutch CO is engaged.
  • the rotation speed of the third output shaft 22 is indicated at the intersection of the diagonal line L3 and the vertical line Y6 indicating the rotation speed of the sixth rotating element RE6 connected to the output shaft 22, and the switching brake B0 is engaged.
  • the rotational speed of the 6th speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotational speed of the 6-rotating element RE6.
  • the second clutch C2 and the first brake B1 The rotational speed of the seventh output shaft 22 is shown at the intersection of the slanted straight line L7 determined by the engagement and the vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22. .
  • the vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22.
  • the rotational speed of the output shaft 22 of the reverse gear stage using the engine 8 as a drive source is shown.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18 is provided, as in the above-described embodiment.
  • a second electric motor M2 and an automatic transmission (stepped variable speed change mechanism) 20 are provided between the drive wheel 38 and the differential state in which the power distribution mechanism 16 can operate as an electric continuously variable transmission and a two-stage.
  • a seven-speed gear stage can be obtained. So, the gear ratio change range is wide (in wide range) and the gear ratio is mutually An approaching cross ratio is obtained.
  • the entire power transmission device 10 is increased in size. Is prevented.
  • Fig. 12 shows a skeleton diagram illustrating the configuration of a power transmission device 70 in another embodiment of the present invention.
  • the power transmission device 70 of the present embodiment is arranged so that the power transmission device 10 described above is arranged in a suitable manner for the FF (front engine 'front drive) drive system in which the axial dimension is shortened.
  • the power distribution mechanism 16, the automatic transmission 20, and the differential gear device 36 that constitute 10 are rearranged on the first axis RC1, the second axis RC2, and the third axis RC3 that are parallel to each other. Since the transmission member 18 in FIG. 1 is merely replaced with the counter gear pair CG, the relationship between the gear position of the power transmission device 70 and the engagement combination of the hydraulic friction engagement device is shown.
  • the alignment chart and the alignment chart for explaining the speed change operation of the power transmission device 70 are the same as those shown in FIG. 2 and FIG. Also, the direct transmission of planetary gears 24 and 26, J: and 28, gears p 0, p 1 and p 2 and the changes of each gear stage, it ⁇ are also shown in FIGS. 1 to 3. Similar to device 10.
  • the power transmission device 70 is disposed in the case 12 attached to the vehicle body, and is arranged on the first axis RC1 in such a manner that it can rotate concentrically and directly or directly to the engine 8.
  • Input shaft 14 indirectly connected via a pulsation absorbing damper (vibration damping device), power distribution mechanism 16 connected to the input shaft 14, and parallel to the first axis R C1
  • the automatic transmission 20 disposed concentrically on the second axial center RC2 disposed in the center, and a differential drive gear 32 as an output rotating member connected to the automatic transmission 20, and the first axial center RC1
  • the counter gear pair CG as a transmission member that connects the motor and the second axis RC2 so as to be able to transmit power, and the third differential shaft arranged on the third axis RC3 parallel to the second axis RC2.
  • the differential gear device 36 includes a differential gear mechanism that is rotationally driven by a differential ring gear 34 that is engaged with a differential drive gear 32, and the power of the differential gear mechanism. Power is transmitted to the pair of drive wheels 38 through the pair of axles 37 and the like by the distribution function.
  • the counter gear pair CG is disposed on the first axis RC1 so as to be rotatable concentrically with the power distribution mechanism 16 and connected to the ring gear R0, and on the second axis RC2.
  • the counter drive gear CG1 corresponds to the transmission member on the first axis RC1 side that constitutes the transmission member 18, and the counter driven gear CG2 corresponds to the transmission member on the second axis RC2 side that constitutes the transmission member 18. To do.
  • the counter gear pair CG is disposed adjacent to the power distribution mechanism 16 at a position opposite to the engine 8 with respect to the power distribution mechanism 16.
  • the power distribution mechanism 16 is disposed between the engine 8 and the counter gear pair CG.
  • the second motor M2 is disposed on the first axis RC1 adjacent to the counter gear pair CG so as to be positioned between the power distribution device 16 and the counter gear pair CG, and is connected to the counter drive gear CG1. I'm going.
  • the differential drive gear 32 is disposed on the opposite side of the counter gear pair CG, that is, on the engine 8 side with respect to the automatic transmission 20.
  • the automatic transmission 20 is disposed adjacent to the counter gear pair CG so as to be positioned between the counter gear pair CG and the differential drive gear 32 (engine 8).
  • a second planetary gear device 26 and a third planetary gear device 28 are arranged in order from the counter gear pair CG to the differential drive gear 32.
  • the first clutch C1 and the second clutch C2 are disposed between the counter gear pair CG and the second planetary gear unit 26.
  • a power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, and the transmission member 18 and the drive wheels 38
  • the second electric motor M2 and automatic transmission (stepped transmission mechanism) 20 are installed between
  • the vehicle power transmission device 10 is configured to selectively switch between a differential state in which the power distribution mechanism 16 can operate as an electric continuously variable transmission and a constant transmission state in which the power distribution mechanism 16 can operate as a two-stage transmission.
  • a 7-speed gear stage is obtained, so that the gear ratio variation range is wide (in a wide range) as in the above-described embodiments of FIGS.
  • the power distribution mechanism 16 and the automatic transmission 20 are not disposed on the same axis as compared with the power transmission device 10 of Figs.
  • the axial dimension of the power transmission device 70 is further shortened. Therefore, it can be placed horizontally for FF vehicles and RR vehicles where the axial dimension of the power transmission device is generally restricted by the vehicle width, that is, the first axis RC1 and the second axis RC2 are parallel to the vehicle width direction. It can be suitably used as a power transmission device that can be mounted on the vehicle.
  • the power distribution mechanism 16 and the automatic transmission 20 are disposed between the engine 8 (the differential drive gear 32) and the counter gear pair CG, the axial dimension of the power transmission device 70 is further shortened. . Furthermore, since the second electric motor M2 is arranged on the first axis RC1, the dimension in the axial direction of the second axis RC2 is shortened.
  • a power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, and the transmission member 18 and the drive wheels 38 are provided.
  • a second electric motor M2 and an automatic transmission (stepped transmission mechanism) 20 are provided between them, and the power distribution mechanism 16 operates as an electric continuously variable transmission and operates as a two-stage transmission.
  • a seventh speed stage is obtained. Therefore, as in the above-described embodiment, a cross ratio in which the speed ratio change range is wide (in a wide range) and the speed ratios are close to each other can be obtained. Further, since the transmission path for directly transmitting the rotation of the input shaft (input member) 14 to which the output of the engine 8 is input to the automatic transmission 20 is not increased, the entire power transmission device 10 is increased in size. The effect that it is prevented is obtained.
  • the power distribution mechanism 16 and the automatic transmission 20 are not disposed on the same axis as compared with the power transmission device 10 of Figs.
  • the axial dimension of the power transmission device 70 is further shortened. Therefore, it can be placed horizontally for FF vehicles and RR vehicles where the axial dimension of the power transmission device is generally restricted by the vehicle width, that is, the first axis RC1 and the second axis RC2 are parallel to the vehicle width direction. It can be suitably used as a power transmission device that can be mounted on the vehicle.
  • the power distribution mechanism 16 and the automatic transmission 20 are disposed between the engine 8 (the differential drive gear 32) and the counter gear pair CG, the axial dimension of the power transmission device 70 is further shortened. . Furthermore, since the second electric motor M2 is arranged on the first axis RC1, the dimension in the axial direction of the second axis RC2 is shortened.
  • FIG. 13 is a skeleton diagram showing a power transmission device 80 according to another embodiment of the present invention
  • FIG. 14 is a collinear diagram showing the rotational speed of the rotating element.
  • the power transmission device 80 of this embodiment is different from the embodiment of FIGS. 1 to 3 only in the configuration of the automatic transmission 82. The following explains the differences.
  • the automatic transmission 82 includes a single pinion type first planetary gear unit 26 and a single pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear Sl, a first planetary gear PI, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first sun gear via a first planetary gear PI.
  • a first ring gear R1 that meshes with SI is provided, and has a predetermined gear ratio p 1 of, for example, “0.471”.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so that it can rotate and revolve, and a second sun gear S2 via the second planetary gear P2.
  • a second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio ⁇ 2 of about “0.308”, for example.
  • the sun gear S2 is selectively connected to the transmission member 18 via the first clutch CI, and the first carrier CA1 and the second ring gear R2 that are integrally connected to each other are connected to the transmission member 18 via the second clutch C2.
  • the power transmission device 80 configured as described above has the switching clutch CO, the first clutch Cl, the second clutch C2, the third clutch C3, By selectively engaging the switching brake BO, the first brake Bl, and the second brake B2, the first gear (first gear) to the seventh gear (seventh gear)
  • the reverse gear stage (reverse gear stage) or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear stage are substantially equal to the values shown in FIG.
  • FIG. 14 shows the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 80 including the power distribution mechanism 16 and the automatic transmission 82 according to the present embodiment.
  • the collinear chart which can be represented on a straight line is shown.
  • the fourth rotating element RE4 (R1) is selectively coupled to the transmission member 18 via the third clutch C3 and the first brake.
  • the fifth rotating element RE5 (CA1 and R2) is selectively connected to the transmission member 18 via the second clutch C2 and via the second brake B2.
  • the sixth rotary element RE6 (CA2) is connected to the output shaft 22 selectively, and the seventh rotary element RE7 (S1 and S2) is connected to the transmission member 18 via the first clutch C1. Is selectively linked to
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, as in the above-described embodiment.
  • a second motor M2 and an automatic transmission (stepped transmission mechanism) 82 are provided between the transmission member 18 and the drive wheel 38, and the power distribution mechanism 16 can be operated as an electric continuously variable transmission.
  • a seventh speed can be obtained.
  • the ratio ratio is wide (in a wide range), and a cross ratio in which the gear ratios are close to each other can be obtained.
  • the transmission path for directly transmitting the rotation of the input shaft (input member) 14 to which the output of the engine 8 is input is not added to the automatic transmission 82, the entire power transmission device 80 is enlarged. The effect that it is prevented is obtained.
  • the power transmission device 80 in FIG. 13 described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3, Even if the switching brake B0, the first brake Bl, and the second brake B2 are selectively engaged, the first gear (first gear) through the seventh gear (seventh gear)
  • the reverse gear stage (reverse gear stage) or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear stage are substantially equal to the values shown in FIG.
  • FIG. 15 shows the relative relationship of the rotational speeds of the rotating elements having different connection states for each gear stage in the above-described power transmission device 80 of FIG. 13 composed of the power distribution mechanism 16 and the automatic transmission 82.
  • the other collinear chart which can express can be represented on a straight line is shown.
  • the rotation elements corresponding to the seven vertical lines Y1 to Y7 in the alignment chart of FIG. 15 are the same as the rotation elements of the alignment chart of FIG.
  • the gear ratio ⁇ 0 of the planetary gear device 24 of the present embodiment is about “0.428”
  • the gear ratio ⁇ 1 of the planetary gear device 26 is about “0.494”
  • the gear ratio ⁇ of the planetary gear device 28 is ⁇ . 2 is set to about “0.308”.
  • the fourth rotating element RE4 (R1) is selectively connected to the transmission member 18 via the third clutch C3 and is selectively connected to the case 12 via the first brake B1.
  • the fifth rotating element RE5 (CA1 and R2) is selectively connected to the case 12 via the second brake B2, and is selectively connected to the transmission member 18 via the second clutch C2,
  • the sixth rotating element RE6 (CA2) is connected to the output shaft 22, and the seventh rotating element RE7 (S1 and S2) is selectively connected to the transmission member 18 via the first clutch C1.
  • the description of the rotational speed of each gear stage output from the output shaft 22 is the same as the description of the collinear diagram of FIG.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, as in the above-described embodiment.
  • a second motor M2 and an automatic transmission (stepped transmission mechanism) 20 are provided between the transmission member 18 and the drive wheel 38, and the power distribution mechanism 16 can be operated as an electric continuously variable transmission.
  • the vehicle's power transmission device 80 which is selectively switched between a state and a constant speed state that can be operated as a two-speed transmission, is operated as a stepped automatic transmission, Since the gears are obtained, a cross ratio in which the gear ratio change width is wide (in a wide range) and the gear ratios are close to each other can be obtained as in the above-described embodiment.
  • a transmission path for directly transmitting the rotation of the input shaft (input member) 14 to which the output of the engine 8 is input to the automatic transmission 82 has been added! / ,! It is possible to obtain effects such as preventing the increase in size.
  • Fig. 16 is another engagement operation table for explaining combinations of operations of the hydraulic friction engagement device of the power transmission device 80 of the hybrid vehicle according to the embodiment of the present invention. This corresponds to FIG. 2 and FIG.
  • the basic configuration of the power transmission device 80 for the hybrid vehicle of the present embodiment is the same as that of FIG. 13 described above, so the reference numerals assigned to the devices and the like are the same, and the description thereof is omitted. The following description will focus on the differences between the engagement table and collinear chart.
  • the power distribution mechanism 16 is provided with a switching clutch CO and a switching brake ⁇ 0, and either the switching clutch CO or the switching brake B0 is engaged.
  • the power distribution mechanism 16 can be operated as a single-stage or multiple-stage transmission with one or more gear ratios in addition to the above-described continuously variable transmission state that can operate as a continuously variable transmission. It is possible to configure a shift state. Therefore, in the power transmission device 80, a stepped transmission is configured by the power distribution mechanism 16 and the automatic transmission 82 that are brought into the constant speed changing state by engaging and operating either the switching clutch CO or the switching brake B0.
  • a continuously variable transmission is configured by the power distribution mechanism 16 and the automatic transmission 82 that are brought into a continuously variable transmission state by not engaging and operating both the switching clutch CO and the switching brake B0.
  • the gear ratio ⁇ 1 is set to a maximum value, for example, “3. 500” due to the engagement of the switching clutch C0, the first clutch C1, and the second brake B2.
  • a certain first gear is established, and the gear ratio ⁇ 2 is smaller than the first gear by the engagement of the switching clutch C0, the first clutch C1, and the first brake B1, for example, “2.062”.
  • the third speed gear stage in which the gear ratio ⁇ 3 is smaller than the second speed gear stage for example, “1. 473”, is established. Due to the engagement of the switching brake CO with the two clutch elements of the first clutch Cl, the second clutch C2, and the third clutch C3, the speed ratio ⁇ 4 is smaller than the third gear, for example, ⁇ 1 000 '' is established and the gear ratio ⁇ is set by engaging the switching brake ⁇ 0 with the two engagement elements of the first clutch Cl, the second clutch C2 and the third clutch C3. 5 is smaller than the fourth gear, for example, “0.714”.
  • the fifth gear is established, and the gear ratio ⁇ is obtained by engaging the switching clutch C0, the second clutch C2, and the first brake B1. For example, if 6 is smaller than the 5th gear, for example, “6. As a result of the engagement of the switching brake ⁇ 0, the second clutch C2, and the first brake B1, the seventh speed gear stage where the gear ratio ⁇ 7 is smaller than the sixth speed gear stage, for example, “0. It is established. Further, due to the engagement of the first clutch C1 or the third clutch C3 and the second brake ⁇ 2, the gear ratio ⁇ R is a value between the third speed gear stage and the fourth speed gear stage, for example, “1.354”. The reverse gear for engine traveling or the reverse gear for motor traveling is established.
  • the gear ratios of the gears adjacent to each other are changed in an equal ratio, which is ideal for a stepped gear shift, and the change ratio (gear ratio step) between the gears of each gear step. ) Is almost constant. That is, the change ratio ( ⁇ 1 / ⁇ 2) of the gear ratio between the first gear and the second gear is 1.697, and the ratio between the second gear and the third gear is The change ratio ( ⁇ 2 / ⁇ 3) of the gear ratio during this period is 1.400, and the change ratio 3 / ⁇ 4) of the speed ratio between the third gear and the fourth gear is 1.
  • the change ratio ( ⁇ 4 / ⁇ 5) of the gear ratio between the 4th speed gear stage and the 5th speed gear stage is 1.400
  • the 5th speed gear stage and the 6th speed gear stage The change ratio 5 / ⁇ 6) between the first gear and the second gear is 1.242
  • the change ratio ( ⁇ 6 / ⁇ 7) between the sixth gear and the seventh gear is 1. 400.
  • the overall gear ratio width ( ⁇ 1 / ⁇ 7) is set to a significantly large value of 8.518.
  • Fig. 17 shows a straight line representing the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 80 including the power distribution mechanism 16 and the automatic transmission 82.
  • the collinear diagram that can be represented above is shown.
  • the rotating elements corresponding to the seven vertical lines Y1 to Y7 in the collinear diagram of FIG. 17 are the same as the rotating elements of the collinear diagram of FIG.
  • the gear ratio ⁇ 0 of the planetary gear device 24 of the present embodiment is about “0.400”
  • the gear ratio ⁇ 1 of the planetary gear device 26 is about “0.387”
  • the gear ratio ⁇ of the planetary gear device 28 is ⁇ . 2 is set to about "0. 400".
  • the fourth rotating element RE4 (R1) is selectively connected to the transmission member 18 via the third clutch C3 and selected to the case 12 via the first brake B1.
  • the fifth rotating element RE5 (CA1, R2) is selectively connected to the case 12 via the second brake B2 and is selectively connected to the transmission member 18 via the second clutch C2
  • the sixth rotating element RE6 (CA2) is connected to the output shaft 22, and the seventh rotating element RE7 (S1, S2) is selectively connected to the transmission member 18 via the first clutch C1.
  • the first clutch C1 and the second brake B2 are engaged in the engaged state of the switching clutch CO, so that the rotational speed of the seventh rotating element RE7 as shown in FIG.
  • the sixth rotation connected to the output shaft 22 and the diagonal straight line L1 passing through the intersection of the vertical line Y7 and horizontal line X2 indicating the rotation speed of the fifth rotating element RE5 and the vertical line Y5 and horizontal line XI indicating the rotation speed
  • the rotation speed of the first-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotation speed of the element RE6.
  • the rotational speed of the sixth rotating element RE6 connected to the output shaft 22 and the oblique straight line L2 determined by engaging the first clutch C1 and the first brake B1 with the switching clutch CO engaged.
  • the rotation speed of the output shaft 22 of the second speed is indicated by the intersection with the vertical line Y6, and the diagonal determined by the engagement of the first clutch C1 and the first brake B1 in the engaged state of the switching brake B0.
  • the rotation speed of the third output shaft 22 is shown at the intersection of the straight line L3 and the vertical line Y6 indicating the rotation speed of the sixth rotating element RE6 connected to the output shaft 22, and when the switching clutch CO is engaged.
  • the rotation speed of the output shaft 22 of the 4th speed is shown at the intersection with the vertical line Y6 indicating the rotation speed of It is connected to the output shaft 22 and the horizontal straight line L5 determined by engaging two clutch elements of the first clutch Cl, the second clutch C2 and the third clutch C3 with the brake B0 engaged.
  • the rotation speed of the fifth output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotation speed of the sixth rotation element RE6, and when the switching clutch CO is engaged, the second clutch C2 and the first brake B1
  • the rotation speed of the 6th speed output shaft 22 is indicated by the intersection of the slanted straight line L 6 determined by the engagement and the vertical line Y6 indicating the rotation speed of the sixth rotation element RE6 connected to the output shaft 22.
  • the rotational speed of the sixth rotating element RE6 connected to the output shaft 22 and the oblique straight line L7 determined by the engagement of the second clutch C2 and the first brake B1 with the switching brake B0 engaged.
  • the rotational speed of the seventh output shaft 22 is shown at the intersection with the vertical line Y6.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor M1 and the transmission member 18 is provided in the same manner as in the above-described embodiments, and its transmission A second motor M2 and an automatic transmission (stepped variable speed change mechanism) 82 are provided between the member 18 and the drive wheel 38, and the power distribution mechanism 16 can operate as an electric continuously variable transmission.
  • the vehicle power transmission device 10 that is selectively switched to the constant transmission state that can be operated as a two-stage transmission is operated as a stepped automatic transmission
  • the seventh speed stage Therefore, a cross ratio in which the change ratio of the gear ratio is wide (in a wide range) and the gear ratios are close to each other can be obtained.
  • a transmission path for directly transmitting the rotation of the input shaft (input member) 14 to which the output of the engine 8 is input to the automatic transmission 82 has been added. An increase in size is prevented.
  • FIG. 18 is a skeleton diagram illustrating a configuration of a power transmission device 90 according to another embodiment of the present invention.
  • the power transmission device 90 of the present embodiment is arranged so that the power transmission device 80 shown in FIG. 13 has a configuration suitable for the FF (front engine 'front drive) drive system in which the axial dimension is shortened.
  • the power distribution mechanism 16, the automatic transmission 82, and the differential gear unit 36 constituting the transmission device 80 are rearranged on the first axis RC1, the second axis RC2, and the third axis RC3 that are parallel to each other. Since the transmission member 18 in FIG.
  • counter gear pair CG is also shown in Fig. 12.
  • the counter drive gear CG1 is arranged on the first axis RC1 so as to be rotatable concentrically with the power distribution mechanism 16 and connected to the ring gear RO, and the automatic transmission on the second axis RC2. 2 and a counter driven gear CG2 that is connected to the automatic transmission 82 via the first clutch Cl, the second clutch C2, and the third clutch C3.
  • the counter drive gear CG1 and the counter driven gear It is composed of a pair of gears as a pair of members that are always in contact with CG2.
  • the power transmission device 90 of the present embodiment also has a counter gear pair CG adjacent to the power distribution mechanism 16 at a position opposite to the engine 8 with respect to the power distribution mechanism 16.
  • the power distribution mechanism 16 is disposed between the engine 8 and the counter gear pair CG.
  • the second electric motor M2 is disposed on the first axis R C1 adjacent to the counter gear pair CG so as to be positioned between the power distribution device 16 and the counter gear pair CG, and is connected to the counter drive gear CG1.
  • the differential drive gear 32 is disposed on the opposite side of the counter gear pair CG with respect to the automatic transmission 82, that is, on the engine side.
  • the automatic transmission 82 is disposed adjacent to the counter gear pair CG so as to be positioned between the counter gear pair CG and the differential drive gear 32 (engine 8).
  • a first planetary gear unit 26 and a second planetary gear unit 28 are arranged in order from the counter gear pair CG to the differential drive gear 32.
  • the first clutch C1 and the second clutch C2 are disposed between the counter gear pair CG and the second planetary gear unit 26.
  • the power distribution mechanism that distributes the output of the engine 8 to the first electric motor M 1 and the transmission member 18 as in the embodiments of FIGS. 1 to 9. 16 is provided, and a second electric motor M2 and an automatic transmission (stepped transmission mechanism) 82 are provided between the transmission member 18 and the drive wheel 38, and the power distribution mechanism 16 is electrically continuously variable.
  • the vehicle's power transmission device 90 which is selectively switched between a differential state that can be operated as a gear and a constant speed state that can be operated as a two-stage transmission, is operated as a stepped automatic transmission. In this case, since the seventh gear is obtained, as in the embodiment shown in FIGS.
  • the gear ratio change range is wide (in a wide range) and the gear ratios are close to each other.
  • the ratio is obtained.
  • the rotation of the input shaft (input member) 14 to which the output of the engine 8 is input Since the transmission path for directly transmitting the rotation to the automatic transmission 80 has been increased! /, ! /, it is possible to obtain effects such as preventing the entire power transmission device 10 from being enlarged.
  • the power distribution mechanism 16 and the automatic transmission 82 are not disposed on the same axis as compared with the power transmission devices 10 and 80 of FIG. 1 or FIG. Therefore, the dimension of the power transmission device 90 in the axial center direction is further shortened. Therefore, it can be placed horizontally for FF vehicles and RR vehicles where the axial dimension of the power transmission device is generally restricted by the vehicle width, that is, the first axis RC1 and the second axis RC2 are parallel to the vehicle width direction. It can be suitably used as a power transmission device that can be mounted on the vehicle.
  • the power distribution mechanism 16 and the automatic transmission 82 are disposed between the engine 8 (differential drive gear 32) and the counter gear pair CG, the axial dimension of the power transmission device 90 is further reduced. Is done. Furthermore, since the second electric motor M2 is disposed on the first axis RC1, the dimension of the second axis RC2 in the axial direction is shortened.
  • a power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, and the transmission member 18 and the drive wheels 38 A second electric motor M2 and an automatic transmission (stepped transmission mechanism) 82 are provided between the two, and the power distribution mechanism 16 operates as an electric continuously variable transmission and operates as a two-stage transmission.
  • a seventh speed can be obtained. Similar to the example, a cross ratio is obtained in which the gear ratio variation range is wide (wide range) and the gear ratios are close to each other.
  • the motor moves on the same axis as compared with the power transmission device 80 of FIG. Since the force distribution mechanism 16 and the automatic transmission 82 are not provided, the axial dimension of the power transmission device 90 is further shortened. Therefore, it can be placed horizontally for FF vehicles and RR vehicles, where the dimensions of the power transmission device in the axial direction are generally restricted by the vehicle width, that is, the first axis RC1 and the second axis RC2 are It can be suitably used as a power transmission device that can be mounted in parallel.
  • the power distribution mechanism 16 and the automatic transmission 82 are disposed between the engine 8 (diff drive gear 32) and the counter gear pair CG, the axial direction dimension of the power transmission device 90 is further shortened.
  • the second electric motor M2 is disposed on the first axis RC1, the dimension of the second axis RC2 in the axial direction is shortened.
  • a power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, and the transmission member 18 and the drive wheels 38 are provided.
  • a second electric motor M2 and an automatic transmission (stepped transmission mechanism) 82 are provided between the two, and the power distribution mechanism 16 operates as an electric continuously variable transmission and operates as a two-stage transmission.
  • a seventh speed can be obtained. Similar to the example, a cross ratio is obtained in which the gear ratio variation range is wide (wide range) and the gear ratios are close to each other.
  • the power distribution mechanism 16 and the automatic transmission 82 are not arranged on the same axis as compared with the power transmission device 80 of FIG.
  • the axial dimension of the device 90 is further shortened. Therefore, it can be placed horizontally for FF vehicles and RR vehicles, where the axial dimension of the power transmission device is generally limited by the vehicle width, that is, the first axis RC1 And the second axis RC2 can be suitably used as a power transmission device that can be mounted in parallel with the vehicle width direction.
  • the power distribution mechanism 16 and the automatic transmission 82 are disposed between the engine 8 (diff drive gear 32) and the counter gear pair CG, the axial direction dimension of the power transmission device 90 is further shortened.
  • the second electric motor M2 is disposed on the first axis RC1, the dimension of the second axis RC2 in the axial direction is shortened.
  • FIG. 19 is a skeleton diagram showing a configuration of a power transmission device 100 according to another embodiment of the present invention
  • FIG. 20 is a collinear diagram showing the rotation speed of the rotating element.
  • the power transmission device 100 of the present embodiment is different from the embodiment of FIG. 1 or FIG. 13 only in the configuration of the automatic transmission 102. Hereinafter, the difference will be mainly described.
  • the automatic transmission 102 includes a single-pinion type first planetary gear unit 26 and a double-pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear Sl, a first planetary gear PI, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first sun gear via a first planetary gear PI.
  • the first ring gear Rl that meshes with SI is provided, and has a predetermined gear ratio p 1 of “0.471”, for example.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so that it can rotate and revolve, and a second sun gear S2 via the second planetary gear P2. And a second ring gear R2 that meshes with the gear, for example, has a predetermined gear ratio p 2 of “0. 480”.
  • the first sun gear S1 and the second sun gear S2 that are integrally connected to each other are selectively connected to the transmission member 18 via the first clutch C1
  • the first carrier CA1 is It is selectively connected to the transmission member 18 via the second clutch C2 and selectively connected to the case 12 via the second brake B2, and is integrally connected to each other.
  • the first ring gear R1 and the second carrier CA2 are selectively connected to the transmission member 18 via the third clutch C3 and selectively connected to the case 12 via the first brake B1, and the second ring gear R2 is Connected to the output shaft 22.
  • the power transmission device 100 configured as described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3, Switching brake B0, first brake Bl, and second brake B2 are selectively engaged.
  • one of the first gear (first gear) to the seventh gear (seventh gear), the reverse gear (reverse gear), or neutral is selectively established.
  • FIG. 20 shows the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 100 including the power distribution mechanism 16 and the automatic transmission 102 according to the present embodiment.
  • the collinear chart which can be represented on a straight line is shown. If the automatic transmission 102 is expressed using the alignment chart of FIG. 20, the fourth rotating element RE4 (R1 and CA2) is selectively connected to the transmission member 18 via the third clutch C3 and (1)
  • the fifth rotating element RE5 (CA1) is selectively connected to the transmission member 18 via the second clutch C2 and the case via the second brake B2.
  • the sixth rotating element RE6 (R2) is selectively connected to the output shaft 22, and the seventh rotating element RE7 (S1 and S2) is selectively connected to the transmission member 18 via the first clutch C1. It is connected.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 as in the above-described embodiments of Figs.
  • a second electric motor M2 and an automatic transmission (stepped transmission mechanism) 102 are provided between the transmission member 18 and the drive wheel 38, and the power distribution mechanism 16 is electrically connected to the continuously variable transmission.
  • the vehicle's power transmission device 100 which is selectively switched between a differential state operable as a two-stage transmission and a constant transmission state operable as a two-stage transmission, is operated.
  • the ratio of the gear ratio change range is wide (in the wide range) and the gear ratios are close to each other, as in the embodiments of FIGS. Is obtained.
  • a transmission path for directly transmitting the rotation of the input shaft (input member) 14 to which the output of the engine 8 is input to the automatic transmission 102 has been added! / ,! The effect of preventing the whole from becoming large can be obtained.
  • FIG. 21 shows a state in which the power transmission device 100 of FIG. 19 configured by the power distribution mechanism 16 and the automatic transmission 102 is connected to each gear stage based on the engagement operation table of FIG.
  • the other collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which is different is shown.
  • Each rotating element corresponding to the seven vertical lines Y1 to Y7 in the collinear diagram of FIG. 21 is the same as the rotating element of the collinear diagram of FIG.
  • the gear ratio ⁇ 0 of the planetary gear unit 24 of the present embodiment is about “0.428”
  • the gear ratio ⁇ 1 of the planetary gear unit 26 is about “0.494”
  • the gear of the planetary gear unit 28 is The ratio ⁇ 2 is set to about “0.
  • the fourth rotating element RE4 (R1, CA 2) is selectively connected to the transmission member 18 via the third clutch C3 and the first brake
  • the fifth rotating element RE5 (CA1) is selectively connected to the case 12 via the second brake B2 and is transmitted to the transmission member 18 via the second clutch C2.
  • the sixth rotating element RE6 (R2) is connected to the output shaft 22, and the seventh rotating element RE7 (S1 and S2) is selectively connected to the transmission member 18 via the first clutch C1.
  • the description of the rotational speed of each gear stage output from the output shaft 22 is the same as the description of the collinear diagram of FIG. To do.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, as in the above-described embodiment.
  • a second motor M2 and an automatic transmission (stepped transmission mechanism) 20 are provided between the transmission member 18 and the drive wheel 38, and the power distribution mechanism 16 can be operated as an electric continuously variable transmission. Selective switching between a state and a constant shift state that can operate as a two-stage transmission When the vehicle power transmission device 100 thus operated is operated as a stepped automatic transmission, a seventh speed can be obtained. A cross ratio with a wide gear ratio (in the wide range) close to each other can be obtained.
  • the entire power transmission device 100 is enlarged. The effect that it is prevented is performed.
  • the power transmission device 100 in Fig. 19 described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3,
  • the 1st gear (1st gear) to 7th gear (7th gear) can be selected by selectively engaging the switching brake B0, 1st brake Bl and 2nd brake B2. ! /, Deviation, reverse gear (reverse gear), or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear are the same as the values shown in FIG.
  • a gear ratio ⁇ ( input shaft rotational speed ⁇ / output shaft rotational speed NOUT), which changes in a substantially equal ratio, is obtained for each forward gear, and a large gear ratio range is obtained.
  • FIG. 22 shows the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the above-described power transmission device 100 of FIG. 19 including the power distribution mechanism 16 and the automatic transmission 102.
  • the other collinear chart which can express can be represented on a straight line is shown.
  • Each rotating element corresponding to the seven vertical lines Y1 to ⁇ 7 in the collinear diagram of FIG. 22 is the same as the rotating elements of the collinear diagram of FIGS.
  • the gear ratio ⁇ 0 of the planetary gear device 24 of this embodiment is about “0.400”
  • the gear ratio ⁇ 1 of the planetary gear device 26 is about “0.387”
  • the fourth rotating element RE4 (R1, CA2) is selectively connected to the transmission member 18 via the third clutch C3 and selected to the case 12 via the first brake B1.
  • the fifth rotating element RE5 (CA1) is selectively connected to the case 12 via the second brake B2 and is selectively connected to the transmission member 18 via the second clutch C2.
  • the sixth rotating element RE6 (R2) is connected to the output shaft 22, and the seventh rotating element RE7 (S1, S2) is selectively connected to the transmission member 18 via the first clutch C1.
  • Figure 16 Since the explanation about the rotational speed of each gear stage output from the output shaft 22 based on the engagement operation table is the same as the explanation of the alignment chart of FIG. 17, the explanation is omitted.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, as in the above-described embodiment.
  • a second motor M2 and an automatic transmission (stepped transmission mechanism) 102 are provided between the transmission member 18 and the drive wheel 38, and the power distribution mechanism 16 can operate as an electric continuously variable transmission.
  • FIG. 23 is a skeleton diagram illustrating the configuration of a power transmission device 110 according to another embodiment of the present invention.
  • the power transmission device 110 of the present embodiment is arranged so that the power transmission device 100 of FIG. 19 is arranged in a suitable manner for the FF (front engine 'front drive) drive system in which the axial dimension is shortened.
  • the power distribution mechanism 16, the automatic transmission 102, and the differential gear device 36 constituting the power transmission device 100 of the first power transmission device 100 are arranged on the first axis RC1, the second axis RC2, and the third axis RC3 that are parallel to each other. 19 and the transmission member 18 in FIG.
  • the counter drive gear CG1 that is rotatably arranged on the first axis RC1 and concentrically with the power distribution mechanism 16 and is connected to the ring gear R0, and the second axis RC2 automatically
  • a counter driven gear C that is rotatably disposed concentrically with the transmission 102 and is connected to the automatic transmission 102 via the first clutch C1, the second clutch C2, and the third clutch C3. It is composed of pairs.
  • the power transmission device 110 of the present embodiment is also configured so that the counter gear pair CG is located at a position opposite to the engine 8 with respect to the power distribution mechanism 16. 1 is located adjacent to 6.
  • the power distribution mechanism 16 is disposed so as to be positioned between the engine 8 and the counter gear pair CG.
  • the second electric motor M2 is disposed on the first axis RC1 adjacent to the counter gear pair CG so as to be positioned between the power distribution device 16 and the counter gear pair CG, and is connected to the counter drive gear CG1.
  • the differential drive gear 32 is disposed on the opposite side of the counter gear pair CG with respect to the automatic transmission 102, that is, on the engine 8 side.
  • the automatic transmission 102 is disposed adjacent to the counter gear pair CG so as to be positioned between the counter gear pair CG and the differential drive gear 32 (engine 8).
  • a second planetary gear unit 26 and a third planetary gear unit 28 are arranged in order from the counter gear pair CG to the differential drive gear 32.
  • the first clutch C1 and the second clutch C2 are disposed between the counter gear pair CG and the second planetary gear unit 26.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided as in the embodiments of FIGS.
  • a second motor M2 and an automatic transmission (stepped transmission mechanism) 102 are installed between the transmission member 18 and the drive wheel 38, and the power distribution mechanism 16 can be operated as an electric continuously variable transmission.
  • the vehicle power transmission device 110 which is selectively switched between a differential state and a constant transmission state operable as a two-stage transmission, is operated as a stepped automatic transmission, 7 Since a high speed gear stage is obtained, a cross ratio in which the gear ratio variation range is wide (in a wide range) and the gear ratios are close to each other can be obtained, as in the above-described embodiments of FIGS. Also, the input shaft (input member) to which the output of engine 8 is input Since the transmission path for directly transmitting the rotation of 14 to the automatic transmission 102 is not added, it is possible to obtain effects such as preventing the entire power transmission device 110 from being enlarged.
  • the power distribution mechanism 16 and the automatic transmission 102 are provided on the same axis as compared with the power transmission devices 10, 80, 100 of FIGS. Since it is not disposed, the axial dimension of the power transmission device 110 is further shortened. Therefore, it can be placed horizontally for FF vehicles and RR vehicles where the dimension of the power transmission device in the axial direction is generally restricted by the vehicle width. That is, the first axial center RC1 and the second axial center RC2 are It can be suitably used as a power transmission device that can be mounted in parallel. Further, the power distribution mechanism 16 and the automatic transmission 102 can further reduce the axial dimension of the power transmission device 110. Furthermore, since the second electric motor M2 is disposed on the first axis RC1, the dimension in the axial direction of the second axis RC2 is shortened.
  • a power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, and the transmission member 18 and the drive wheels 38 are provided.
  • a second electric motor M2 and an automatic transmission (stepped transmission mechanism) 102 are installed between them, and the power distribution mechanism 16 can operate as an electric continuously variable transmission and a two-stage transmission.
  • a seventh speed is obtained. Similar to the embodiment, a cross ratio is obtained in which the gear ratio variation range is wide (in a wide range) and the gear ratios are close to each other.
  • the power distribution mechanism 16 and the automatic transmission 102 are not arranged on the same axis as compared with the power transmission device 100 of FIG.
  • the axial dimension of the device 110 is further shortened. Therefore, it can be placed horizontally for FF vehicles and RR vehicles, where the dimension of the axial center direction of the power transmission device is generally restricted by the vehicle width, that is, the first axis RC1 and the second axis RC2 are It can be suitably used as a power transmission device that can be mounted in parallel.
  • the power distribution mechanism 16 and the automatic transmission 102 are disposed between the engine 8 (the differential drive gear 32) and the counter gear pair CG, the dimension of the power transmission device 110 in the axial direction is further shortened. . Furthermore, since the second electric motor M2 is arranged on the first axis RC1, the dimension of the second axis RC2 in the axial direction is shortened.
  • FIG. 24 is a skeleton diagram showing the configuration of a power transmission device 120 according to another embodiment of the present invention
  • FIG. 25 is a collinear diagram showing the rotational speed of the rotating element.
  • the power transmission device 120 of this embodiment is configured for the FF similarly to the embodiment of FIG. 12, FIG. 18 or FIG. 23, and compared with the embodiment of FIG. 12, FIG. 18 or FIG. Only the configuration of the automatic transmission 122 is different. Hereinafter, the difference will be mainly described.
  • the automatic transmission 122 includes a single pinion type first planetary gear unit 26 and a single pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear S 1, a first planetary gear Pl, a first carrier CA 1 that supports the first planetary gear PI so that it can rotate and revolve, and a first planetary gear PI through a first planetary gear PI.
  • a first ring gear R1 that meshes with the sun gear SI is provided, and has a predetermined gear ratio p 1 of “0.471”, for example.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so that it can rotate and revolve, and a second sun gear S2 via the second planetary gear P2. And a second ring gear R2 that meshes with the gear, for example, has a predetermined gear ratio p 2 of “0. 500”.
  • the first sun gear S1 is selectively connected to the counter driven gear CG2 that functions as a transmission member via the first clutch C1, and the first carrier CA1 and the second carrier that are integrally connected to each other.
  • CA2 is selectively connected to the counter-driven gear CG2 via the second clutch C2, and is selectively connected to the case 12 via the second brake B2, and the first ring gear R1 is integrally connected to each other.
  • second sun gear S 2 is selectively connected to the counter driven gear CG2 via the third clutch C3, and is selectively connected to the case 12 via the first brake B1, and the second ring gear R2 is a differential drive gear that functions as an output member. Linked to 32.
  • the power transmission device 120 configured as described above has the switching clutch CO, the first clutch Cl, the second clutch C2, the third clutch C3, Switch Brake BO, 1st brake Bl, and 2nd brake B2 are selectively engaged and operated, so that 1st gear (1st gear) to 7th gear (7th gear)
  • the reverse gear stage (reverse gear stage) or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear stage are substantially equal to the values shown in FIG.
  • FIG. 25 shows the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the power transmission device 120 including the power distribution mechanism 16 and the automatic transmission 122 according to the present embodiment.
  • the collinear chart which can be represented on a straight line is shown. If the automatic transmission 122 is expressed using the alignment chart of FIG. 25, the fourth rotating element RE4 (R1 and S2) is selectively connected to the counter driven gear CG2 via the third clutch C3 and the first
  • the fifth rotating element RE5 (CA1 and CA2) is selectively connected to the counter-driven gear CG2 via the second clutch C2 and the second brake B2 is selectively connected to the case 12 via the brake B1.
  • the sixth rotating element RE6 (R2) is connected to the differential drive gear 32, and the seventh rotating element RE7 (S1) is selectively connected to the counter driven gear CG2 via the first clutch C1. It is connected.
  • Counter gear pair CG which is arranged on RC2 and 3rd axis RC3 and functions as a transmission member, is arranged on 1st axis RC1 so as to be rotatable concentrically with power distribution mechanism 16 and connected to ring gear RO Counter drive gear CG1 and automatic transmission on the second axis RC2 via the first clutch Cl, the second clutch C2, and the third clutch C3, which are rotatably disposed concentrically with the automatic transmission 122 Since it is constituted by the counter driven gear CG2 coupled to 122, the dimension in the axial direction of the power transmission device 120 is further shortened.
  • the power transmission device 120 of FIG. 24 described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3, as shown in the same engagement operation table as FIG.
  • the 1st gear (1st gear) to 7th gear (7th gear) can be selected by selectively engaging the switching brake B0, 1st brake Bl and 2nd brake B2. ! /, Deviation, reverse gear (reverse gear), or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear are the same as the values shown in FIG.
  • a gear ratio ⁇ ( input shaft rotational speed ⁇ / output shaft rotational speed NOUT), which changes in a substantially equal ratio, is obtained for each forward gear, and a large gear ratio range is obtained.
  • FIG. 26 shows a state in which the power transmission device 120 of FIG. 24, which includes the power distribution mechanism 16 and the automatic transmission 122, is connected to each gear stage based on the engagement operation table of FIG.
  • the other collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which is different is shown.
  • the rotation elements corresponding to the seven vertical lines Y1 to Y7 in the alignment chart of FIG. 26 are the same as the rotation elements of the alignment chart of FIG.
  • the gear ratio ⁇ 0 of the planetary gear unit 24 of the present embodiment is about “0.428”
  • the gear ratio ⁇ 1 of the planetary gear unit 26 is about “0.494”
  • the gear of the planetary gear unit 28 is The ratio ⁇ 2 is set to about “0. 476”!
  • the fourth rotating element RE4 (R1, S2) is selectively connected to the counter driven gear CG2 via the third clutch C3 and the first brake B1
  • the fifth rotating element RE5 (CA1, CA2) is selectively connected to the case 12 via the second brake B2 and the counter driven gear via the second clutch C2.
  • Selectively connected to CG2 and the sixth rotating element RE6 (R 2) is coupled to the differential drive gear 32
  • the seventh rotating element RE7 (S1) is selectively coupled to the counter driven gear CG2 via the first clutch C1.
  • the explanation about the rotational speed of each gear stage output from the differential drive gear 32 based on the engagement operation table of FIG. 10 is the same as the explanation of the alignment chart of FIG. .
  • the entire power transmission device 120 may be increased in size. An effect such as prevention is obtained.
  • the differential gear mechanism 16, the automatic transmission 122, and the differential gear device 36 of the power transmission device 120 are arranged on the first axis RC1, the second axis RC2, and the third axis RC3, which are parallel to each other.
  • Counter gear pair CG which functions as a transmission member, is arranged on the first axis RC1 so as to be rotatable concentrically with the power distribution mechanism 16, and is connected to the ring gear R0 and counter drive gear CG1, and the second axis.
  • a counter driven gear CG2 is arranged on RC2 so as to be rotatable concentrically with automatic transmission 122 and connected to automatic transmission 122 via first clutch Cl, second clutch C2 and third clutch C3. Therefore, the axial dimension of the power transmission device 120 is further shortened.
  • FIG. 27 is a skeleton diagram showing a configuration of a power transmission device 130 according to another embodiment of the present invention
  • FIG. 28 is a collinear diagram showing the rotation speed of the rotating element.
  • the power transmission device 130 according to the present embodiment is configured for an FF vehicle in the same manner as the embodiment of FIG. 12, FIG. 18 or FIG. 23, and is compared with the embodiment of FIG. 12, FIG. 18 or FIG. Thus, only the configuration of the automatic transmission 132 is different. Hereinafter, the difference will be mainly described.
  • the automatic transmission 132 includes a double pinion type first planetary gear unit 26 and a single pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear Sl, a first planetary gear PI, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first sun gear via a first planetary gear PI.
  • the first ring gear R1 that meshes with SI is provided, and has a predetermined gear ratio p 1 of “0.320”, for example.
  • Second planetary gear set 28 The second sun gear S2, the second planetary gear P2, the second planetary gear P2 that supports the second planetary gear P2 so as to be able to rotate and revolve, and the second sun gear S2 that meshes with the second sun gear S2 via the second planetary gear P2.
  • a ring gear R2 is provided, and has a predetermined gear ratio p2 of “0. 500”, for example.
  • the first sun gear S1 is selectively connected to the counter driven gear CG2 that functions as a transmission member via the first clutch C1, and the first carrier CA1 and the second sun gear that are integrally connected to each other.
  • the second carrier C A2 is selectively connected to the counter driven gear CG2 via the second clutch C2 and is selectively connected to the case 12 via the second brake B2, and the second ring gear R2 is an output member. It is connected to the differential drive gear 32 that functions as
  • the power transmission device 130 configured as described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3, as shown in the same engagement operation table as FIG. Switching brake B0, 1st brake Bl, and 2nd brake B2 are selectively engaged so that the 1st speed gear stage (1st gear stage) through 7th speed gear stage (7th speed stage)
  • the reverse gear stage (reverse gear stage) or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear stage are substantially equal to the values shown in FIG.
  • FIG. 28 shows the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 130 including the power distribution mechanism 16 and the automatic transmission 132 according to the present embodiment.
  • An alignment chart that can be represented on a straight line is shown. If the automatic transmission 132 is expressed using the alignment chart of FIG.
  • the fourth rotating element RE4 (CA1 and S2) is selectively connected to the counter driven gear CG2 via the third clutch C3 and 1
  • 5th rotating element RE5 (R1 and CA2) is selectively connected to counter driven gear CG2 via 2nd clutch C2 and 2nd brake B2
  • the sixth rotating element RE6 (R2) is connected to the differential drive gear 32
  • the seventh rotating element RE7 (S1) is counter-driven via the first clutch C1. It is selectively connected to Bungia CG2.
  • the entire power transmission device 130 may be increased in size. An effect such as prevention is obtained.
  • the power distribution mechanism 16 of the power transmission device 130, the automatic transmission 132, and the differential gear device 36 are respectively disposed on the first axis RC1, the second axis RC2, and the third axis RC3 that are parallel to each other.
  • Counter gear pair CG functioning as a transmission member is arranged on the first axis RC1 so as to be rotatable concentrically with the power distribution mechanism 16, and connected to the ring gear R0 and counter drive gear CG1 and the second axis RC2.
  • the counter-driven gear CG2 is arranged on the upper side of the automatic transmission 132 so as to be rotatable concentrically with the automatic transmission 132 and connected to the automatic transmission 132 via the first clutch Cl, the second clutch C2 and the third clutch C3. Therefore, the axial dimension of the power transmission device 130 is further shortened.
  • the power transmission device 130 of FIG. 27 described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3, as shown in the same engagement operation table as FIG.
  • the 1st gear (1st gear) to 7th gear (7th gear) can be selected by selectively engaging the switching brake B0, 1st brake Bl and 2nd brake B2. ! /, Deviation, reverse gear (reverse gear), or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear are the same as the values shown in FIG.
  • a gear ratio ⁇ ( input shaft rotational speed ⁇ / output shaft rotational speed NOUT), which changes in a substantially equal ratio, is obtained for each forward gear, and a large gear ratio range is obtained.
  • FIG. 29 shows a state in which the power transmission device 130 of FIG. 27 configured by the power distribution mechanism 16 and the automatic transmission 132 is connected to each gear stage based on the engagement operation table of FIG.
  • the other collinear diagram which can represent the relative relationship of the rotational speed of each rotation element from which it is different on a straight line is shown.
  • Each rotating element corresponding to the seven vertical lines Y1 to Y7 in the alignment chart of FIG. 29 is the same as the rotating element of the alignment chart of FIG. Na
  • the gear ratio p 0 of the planetary gear unit 24 of the present embodiment is about “0.428”
  • the gear ratio p 1 of the planetary gear unit 26 is about “0.331”
  • the gear ratio of the planetary gear unit 28 is p 2 is set to about “0.476”.
  • the fourth rotating element RE4 (CA1, S2) is selectively connected to the counter driven gear CG2 via the third clutch C3 and the first brake
  • the fifth rotating element RE5 (R1, C A2) is selectively connected to the case 12 via the second brake B2 and countered via the second clutch C2.
  • the sixth rotating element RE6 (R2) is connected to the differential drive gear 32
  • the seventh rotating element RE7 (S1) is selectively connected to the counter driven gear CG2 via the first clutch C1.
  • the description of the rotational speed of each gear stage output from the differential drive gear 32 based on the engagement operation table of FIG. 10 is the same as that of the alignment chart of FIG. .
  • the entire power transmission device 130 may be increased in size. An effect such as prevention is obtained.
  • the differential gear mechanism 16, the automatic transmission 132, and the differential gear device 36 of the power transmission device 130 are respectively disposed on the first axis RC1, the second axis RC2, and the third axis RC3 that are parallel to each other.
  • Counter gear pair CG which functions as a transmission member, is arranged on the first axis RC1 so as to be rotatable concentrically with the power distribution mechanism 16, and is connected to the ring gear R0 and counter drive gear CG1, and the second axis.
  • a counter driven gear CG2 is arranged on the RC2 so as to be rotatable concentrically with the automatic transmission 132 and connected to the automatic transmission 132 via the first clutch Cl, the second clutch C2 and the third clutch C3. Therefore, the axial dimension of the power transmission device 130 is further shortened.
  • FIG. 30 is a skeleton diagram showing the configuration of a power transmission device 140 according to another embodiment of the present invention
  • FIG. 31 is a collinear diagram showing the rotational speed of the rotating element.
  • Power transmission device of this embodiment 1 40 is configured for FF vehicles in the same manner as the examples of FIGS. 12, 18, 23, 24, and 27, and the examples of FIGS. 12, 18, 23, 24, and 27 are shown.
  • the only difference is the configuration of the automatic transmission 142.
  • the difference will be mainly described.
  • the automatic transmission 142 includes a double pinion type first planetary gear unit 26 and a single pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear Sl, a first planetary gear PI, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first sun gear via a first planetary gear PI.
  • the first ring gear R1 that meshes with SI is provided, and has a predetermined gear ratio p 1 of, for example, “0. 480”.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so that it can rotate and revolve, and a second sun gear S2 via the second planetary gear P2. And a second ring gear R2 that meshes with the gear, for example, has a predetermined gear ratio p 2 of “0. 500”.
  • the first sun gear S1 is selectively connected to the counter driven gear CG2 that functions as a transmission member via the first clutch C1, and the first carrier CA1 and the second sun gear that are integrally connected to each other.
  • S2 is selectively connected to the counter-driven gear CG2 via the third clutch C3 and selectively connected to the case 12 via the first brake B1, and the second carrier CA2 is countered via the second clutch C2.
  • the first ring gear R1 and the second ring gear R2 that are selectively connected to the driven gear CG2 and selectively connected to the case 12 via the second brake B2 and integrally connected to each other function as output members. It is connected to the differential drive gear 32.
  • the power transmission device 140 configured as described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3, as shown in the same engagement operation table as FIG. Switching brake B0, 1st brake Bl, and 2nd brake B2 are selectively engaged so that the 1st speed gear stage (1st gear stage) through 7th speed gear stage (7th speed stage)
  • the reverse gear stage (reverse gear stage) or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear stage are substantially equal to the values shown in FIG.
  • FIG. 31 shows a power transmission composed of the power distribution mechanism 16 and the automatic transmission 142 of the present embodiment.
  • FIG. 5 shows a collinear diagram that can represent, on a straight line, the relative relationship between the rotational speeds of the rotating elements that are connected in different gear stages in the transmission device 140. If the automatic transmission 142 is expressed using the alignment chart of FIG.
  • the fourth rotating element RE4 (CA1 and S2) is selectively connected to the counter driven gear CG2 via the third clutch C3 and 1 Selectively connected to case 12 via brake B1, and 5th rotating element RE5 (CA2) selectively connected to counter driven gear CG2 via 2nd clutch C2 and via 2nd brake B2
  • the sixth rotating element RE6 (R1 and R2) is connected to the differential drive gear 32, and the seventh rotating element RE7 (S1) is selectively connected to the counter driven gear CG2 via the first clutch C1. It is connected to.
  • the entire power transmission device 140 may be increased in size. An effect such as prevention is obtained.
  • the power distribution mechanism 16 of the power transmission device 140, the automatic transmission 142, and the differential gear device 36 are arranged on the first axis RC1, the second axis RC2, and the third axis RC3 that are parallel to each other, respectively.
  • Counter gear pair CG functioning as a transmission member is arranged on the first axis RC1 so as to be rotatable concentrically with the power distribution mechanism 16, and connected to the ring gear R0 and counter drive gear CG1 and the second axis RC2.
  • the counter driven gear CG2 is arranged on the upper side of the automatic transmission 14 2 so as to be rotatable concentrically with the automatic transmission 142 and is connected to the automatic transmission 142 via the first clutch Cl, the second clutch C2 and the third clutch C3. Therefore, the axial dimension of the power transmission device 140 is further shortened.
  • the power transmission device 140 of FIG. 30 described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3, as shown in the same engagement operation table as FIG.
  • the first gear (first gear) to the seventh gear (7th gear) can be selected by selectively engaging the switching brake B0, first brake Bl, and second brake B2. ! /, Deviation, reverse gear (reverse gear), or neutral is selectively established, and
  • FIG. 32 shows a state in which the power transmission device 140 of FIG. 30 including the power distribution mechanism 16 and the automatic transmission 142 is connected to each gear stage based on the engagement operation table of FIG.
  • the other collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which is different is shown.
  • Each rotating element corresponding to the seven vertical lines Y1 to Y7 in the alignment chart of FIG. 32 is the same as the rotating element of the alignment chart of FIG.
  • the gear ratio ⁇ 0 of the planetary gear unit 24 of this embodiment is about “0.428”
  • the gear ratio ⁇ 1 of the planetary gear unit 26 is about “0.488”
  • the gear of the planetary gear unit 28 is The ratio ⁇ 2 is set to about “0. 476”!
  • the fourth rotating element RE4 (CA1, S2) is selectively coupled to the counter driven gear CG2 via the third clutch C3 and the first brake
  • the fifth rotating element RE5 (CA2) is selectively connected to the case 12 via the second brake B2 and connected to the counter driven gear CG2 via the second clutch C2.
  • the sixth rotating element RE6 (R1, R2) is connected to the differential drive gear 32
  • the seventh rotating element RE7 (S1) is selectively connected to the counter driven gear CG2 via the first clutch C1.
  • the entire power transmission device 140 may be increased in size. An effect such as prevention is obtained.
  • the differential gear mechanism 16, the automatic transmission 142, and the differential gear device 36 of the power transmission device 140 are respectively disposed on the first axis RC1, the second axis RC2, and the third axis RC3 that are parallel to each other.
  • Counter gear that functions as a transmission member
  • Counter drive gear CG1 which is rotatably arranged on the first axis RC1 concentrically with the power distribution mechanism 16 and connected to the ring gear R0, and the automatic transmission on the second axis RC2 14 2
  • a counter driven gear CG2 that is concentrically rotatable and is connected to the automatic transmission 142 via the first clutch Cl, the second clutch C2, and the third clutch C3.
  • the axial dimension of 140 is further shortened.
  • FIG. 33 is a skeleton diagram showing the configuration of a power transmission device 150 according to another embodiment of the present invention
  • FIG. 34 is a collinear diagram showing the rotational speed of the rotating element.
  • the power transmission device 150 of the present embodiment is configured for an FF vehicle in the same manner as in the embodiments of FIGS. 12, 18, 23, 24, 27, and 30, and FIGS. Compared with the embodiments of FIGS. 23, 24, 27, and 30, only the configuration of the automatic transmission 152 is different. The following explains mainly the differences.
  • the automatic transmission 152 includes a single pinion type first planetary gear unit 26 and a double pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear Sl, a first planetary gear PI, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first sun gear via a first planetary gear PI.
  • a first ring gear R1 that meshes with SI is provided, and has a predetermined gear ratio p 1 of, for example, “0.471”.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so that it can rotate and revolve, and a second sun gear S2 via the second planetary gear P2. And a second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio p 2 of, for example, “0.333”.
  • the first sun gear S1 is selectively connected to the counter driven gear CG2 that functions as a transmission member via the first clutch C1, and the first carrier CA1 and the second ring gear that are integrally connected to each other.
  • R2 is selectively connected to the counter drive gear CG2 via the second clutch C2 and selectively connected to the case 12 via the second brake B2, and the first ring gear R1 and the first ring gear R1 and the 2
  • the sun gear S2 is selectively connected to the counter driven gear CG2 via the third clutch C3 and selectively connected to the case 12 via the first brake B1
  • the second carrier CA2 is a differential drive that functions as an output member. Connected to gear 32. As shown in the same engagement operation table as in FIG.
  • the power transmission device 150 configured as described above has the switching clutch CO, the first clutch Cl, the second clutch C2, the third clutch C3, Switch Brake BO, 1st brake Bl, and 2nd brake B2 are selectively engaged and operated, so that 1st gear (1st gear) to 7th gear (7th gear)
  • the reverse gear stage (reverse gear stage) or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear stage are substantially equal to the values shown in FIG.
  • FIG. 34 shows the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 150 including the power distribution mechanism 16 and the automatic transmission 152 of the present embodiment.
  • the collinear chart which can be represented on a straight line is shown. If the automatic transmission 152 is expressed using the alignment chart of FIG. 34, the fourth rotating element RE4 (R1 and S2) is selectively coupled to the counter driven gear CG2 via the third clutch C3 and the first
  • the fifth rotary element RE5 (CA1 and R2) is selectively connected to the counter-driven gear CG2 via the second clutch C2 and the second brake B2 is connected to the case 12 via the brake B1.
  • the sixth rotating element RE6 (CA2) is connected to the differential drive gear 32, and the seventh rotating element RE7 (S1) is selectively connected to the counter driven gear CG2 via the first clutch C1. It is connected to.
  • the entire power transmission device 150 may be increased in size. An effect such as prevention is obtained. Also, the power distribution mechanism 16 of the power transmission device 150, the automatic transmission 152, and the differential gear device 36 are arranged on the first axis RC1, the second axis RC2, and the third axis RC3, which are parallel to each other, respectively.
  • Counter gear pair CG functioning as a transmission member is arranged on the first axis RC1 so as to be rotatable concentrically with the power distribution mechanism 16, and connected to the ring gear R0 and counter drive gear CG1 and the second axis RC2.
  • Automatic transmission on top 15 2 and a counter driven gear CG2 that is rotatably arranged concentrically and connected to the automatic transmission 152 via the first clutch Cl, the second clutch C2, and the third clutch C3.
  • the axial dimension of the device 150 is further shortened.
  • the power transmission device 150 in Fig. 33 described above has the switching clutch CO, the first clutch Cl, the second clutch C2, the third clutch C3, Switching Brake BO, 1st brake Bl, and 2nd brake B2 can also be selectively engaged, so that the 1st gear (1st gear) to 7th gear (7th gear) ! /, Deviation, reverse gear (reverse gear), or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear are the same as the values shown in FIG.
  • a gear ratio ⁇ ( input shaft rotational speed ⁇ / output shaft rotational speed NOUT), which changes in a substantially equal ratio, is obtained for each forward gear, and a large gear ratio range is obtained.
  • FIG. 35 shows a state in which the power transmission device 150 of FIG. 33, which includes the power distribution mechanism 16 and the automatic transmission 152, is connected to each gear stage based on the engagement operation table of FIG.
  • the other collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which is different is shown.
  • Each rotating element corresponding to the seven vertical lines Y1 to Y7 in the alignment chart of FIG. 35 is the same as the rotating element of the alignment chart of FIG.
  • the gear ratio ⁇ 0 of the planetary gear unit 24 of the present embodiment is about “0.428”
  • the gear ratio ⁇ 1 of the planetary gear unit 26 is about “0.494”
  • the gear of the planetary gear unit 28 is The ratio ⁇ 2 is set to about “0.323” respectively!
  • the fourth rotating element RE4 (R1, S2) is selectively coupled to the counter driven gear CG2 via the third clutch C3, and the first brake B1
  • the fifth rotating element RE5 (CA1, R2) is selectively connected to the case 12 via the second brake B2 and the counter driven gear CG2 via the second clutch C2.
  • the sixth rotating element RE6 (CA 2) is connected to the differential drive gear 32
  • the seventh rotating element RE7 (S1) is selectively connected to the counter driven gear CG2 via the first clutch C1.
  • the explanation about the rotational speed of each gear stage output from the differential drive gear 32 is provided. Since this is the same as the explanation of the alignment chart of FIG. 11, the explanation thereof is omitted.
  • a seventh speed can be obtained, and therefore, similar to the embodiment of Figs. 1 to 34 described above.
  • a cross ratio is obtained in which the gear ratio variation range is wide (in the wide range) and the gear ratios are close to each other, and the rotation of the input shaft (input member) 14 to which the engine 8 output is input is automatically rotated. Since a transmission path for direct transmission to the transmission 152 is not added, it is possible to obtain effects such as preventing the entire power transmission device 150 from being enlarged.
  • the differential gear mechanism 16, the automatic transmission 152, and the differential gear device 36 of the power transmission device 150 are arranged on the first axis RC1, the second axis RC2, and the third axis RC3, which are parallel to each other, respectively.
  • the counter gear pair CG functioning as a transmission member is disposed on the first axis RC1 so as to be rotatable concentrically with the power distribution mechanism 16, and is connected to the ring gear R0 and the second axis RC2.
  • the counter-driven gear CG2 is arranged on the upper side of the automatic transmission 152 so as to be rotatable concentrically and connected to the automatic transmission 152 via the first clutch Cl, the second clutch C2 and the third clutch C3. Therefore, the axial dimension of the power transmission device 150 is further shortened.
  • FIG. 36 is a skeleton diagram showing the configuration of a power transmission device 160 according to another embodiment of the present invention
  • FIG. 37 is a collinear diagram showing the rotational speed of the rotating element.
  • the power transmission device 160 according to the present embodiment is configured for FF vehicles in the same manner as in the embodiments shown in FIGS. 12, 18, 23, 24, 27, 30, and 33.
  • the configuration of the automatic transmission 162 is different. The following explains the differences.
  • the automatic transmission 162 includes a single pinion type first planetary gear unit 26 and a double pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear Sl, a first planetary gear PI, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first sun gear via a first planetary gear PI.
  • the first ring gear R1 that meshes with SI is provided, and has a predetermined gear ratio p 1 of, for example, “0.308”.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so that it can rotate and revolve, and a second sun gear S2 via the second planetary gear P2.
  • the first A two-ring gear R2 is provided, for example, having a predetermined gear ratio p 2 of “0.333”.
  • the first sun gear S1 is selectively connected to the counter driven gear CG2 that functions as a transmission member via the first clutch C1, and the first ring gear R1 and the second ring gear that are integrally connected to each other.
  • R2 is selectively connected to the counter driven gear CG2 via the second clutch C2, and is selectively connected to the case 12 via the second brake B2, and the second sun gear S2 is countered via the third clutch C3.
  • Drive gear 32 is connected.
  • the power transmission device 160 configured as described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3, as shown in the same engagement operation table as FIG. Switching brake B0, 1st brake Bl, and 2nd brake B2 are selectively engaged so that the 1st speed gear stage (1st gear stage) through 7th speed gear stage (7th speed stage)
  • the reverse gear stage (reverse gear stage) or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear stage are substantially equal to the values shown in FIG.
  • FIG. 37 shows the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 160 including the power distribution mechanism 16 and the automatic transmission 162 of the present embodiment.
  • the collinear chart which can be represented on a straight line is shown. If the automatic transmission 162 is expressed using the alignment chart of FIG. 37, the fourth rotating element RE4 (S2) is selectively coupled to the force-driven gear CG2 via the third clutch C3 and the first
  • the fifth rotary element RE5 (R1 and R2) is selectively connected to the counter driven gear CG2 via the second clutch C2 and the second brake B2 is connected selectively via the brake B1.
  • the sixth rotating element RE6 (CA1 and CA2) is connected to the differential drive gear 32, and the seventh rotating element RE7 (S1) is connected to the counter driven gear CG2 via the first clutch C1. Is selectively linked.
  • the power transmission device 160 of the present embodiment As in the above-described embodiments of Figs. Since a 7-speed gear stage is obtained, a cross ratio in which the gear ratio change range is wide (in a wide range) and the gear ratios are close to each other is obtained, as in the above-described embodiments of FIGS. Since the transmission path for directly transmitting the rotation of the input shaft (input member) 14 to which the engine 8 output is input to the automatic transmission 162 is not added, the entire power transmission device 160 may be enlarged. An effect such as prevention is obtained.
  • the power distribution mechanism 16 of the power transmission device 160, the automatic transmission 162, and the differential gear device 36 are arranged on the first axial center RC1, the second axial center RC2, and the third axial center RC3, which are parallel to each other, respectively.
  • the counter gear pair CG functioning as a transmission member is arranged on the first axis RC1 so as to be rotatable concentrically with the power distribution mechanism 16, and is connected to the ring gear R0 and the counter drive gear CG1 and the second axis RC2.
  • the counter driven gear CG2 is arranged on the upper side of the automatic transmission 162 and is concentrically rotatable and connected to the automatic transmission 162 via the first clutch Cl, the second clutch C2 and the third clutch C3. Therefore, the axial dimension of the power transmission device 160 is further shortened.
  • the power transmission device 160 of FIG. 36 described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3, as shown in the same engagement operation table as FIG.
  • the 1st gear (1st gear) to 7th gear (7th gear) can be selected by selectively engaging the switching brake B0, 1st brake Bl and 2nd brake B2. ! /, Deviation, reverse gear (reverse gear), or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear are the same as the values shown in FIG.
  • a gear ratio ⁇ ( input shaft rotational speed ⁇ / output shaft rotational speed NOUT), which changes in a substantially equal ratio, is obtained for each forward gear, and a large gear ratio range is obtained.
  • FIG. 38 shows a state in which the power transmission device 160 shown in FIG. 36, which includes the power distribution mechanism 16 and the automatic transmission 162, is connected to each gear stage based on the engagement operation table shown in FIG.
  • the other collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which is different is shown.
  • Each rotating element corresponding to the seven vertical lines Y1 to Y7 in the collinear diagram of FIG. 35 is the same as the rotating element of the collinear diagram of FIG.
  • the gear ratio ⁇ 0 of the planetary gear unit 24 of the present embodiment is about “0.428”
  • the gear ratio ⁇ 1 of the planetary gear unit 26 is about “0.308”
  • the gear of the planetary gear unit 28 is The ratio ⁇ 2 is about “0.323” Is set to! /
  • the fourth rotating element RE4 (S2) is selectively coupled to the counter driven gear CG2 via the third clutch C3 and via the first brake B1.
  • the fifth rotating element RE5 (R1, R2) is selectively connected to the case 12 via the second brake B2 and to the counter driven gear CG2 via the second clutch C2.
  • the sixth rotary element RE6 (CA1, CA2) is connected to the differential drive gear 32, and the seventh rotary element RE7 (S1) is selectively connected to the counter driven gear CG2 via the first clutch C1. ing.
  • the description of the rotational speed of each gear stage output from the differential drive gear 32 based on the engagement operation table of FIG. 10 is the same as that of the alignment chart of FIG. .
  • the differential gear mechanism 16, the automatic transmission 162, and the differential gear device 36 of the power transmission device 160 are arranged on the first axis RC1, the second axis RC2, and the third axis RC3, which are parallel to each other.
  • Counter gear pair CG which functions as a transmission member, is arranged on the first axis RC1 so as to be rotatable concentrically with the power distribution mechanism 16, and is connected to the ring gear R0 and counter drive gear CG1, and the second axis.
  • a counter driven gear CG2 is arranged on the RC2 so as to be rotatable concentrically with the automatic transmission 162 and connected to the automatic transmission 162 via the first clutch Cl, the second clutch C2 and the third clutch C3. Therefore, the axial dimension of the power transmission device 160 is further shortened.
  • FIG. 39 is a skeleton diagram showing a configuration of a power transmission device 170 according to another embodiment of the present invention
  • FIG. 40 is a collinear diagram showing the rotation speed of the rotating element.
  • the power transmission device 170 of the present embodiment is configured for FF vehicles in the same manner as the embodiments of FIGS. 12, 18, 23, 24, 27, 30 and the like. Compared with the examples of Fig. 18, Fig. 23, Fig. 24, Fig. 27, Fig. 30, etc. Thus, only the configuration of the automatic transmission 172 is different. The following explains the differences.
  • the automatic transmission 172 includes a single pinion type first planetary gear unit 26 and a double pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear Sl, a first planetary gear PI, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first sun gear via a first planetary gear PI.
  • the first ring gear R1 that meshes with SI is provided, and has a predetermined gear ratio p 1 of, for example, “0.308”.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so that it can rotate and revolve, and a second sun gear S2 via the second planetary gear P2.
  • a second ring gear R2 is provided, which has a predetermined gear ratio p 2 of “0.520”, for example.
  • the first sun gear S1 and the second carrier CA2 that are integrally connected to each other are selectively connected to the counter driven gear CG 2 that functions as a transmission member via the first clutch C1
  • the ring gear R1 is selectively connected to the counter-driven gear CG2 via the second clutch C2 and is selectively connected to the case 12 via the second brake B2
  • the second sun gear S2 is connected via the third clutch C3.
  • the first carrier CA1 and the second ring gear R2 which are selectively connected to the counter driven gear CG2 and selectively connected to the case 12 via the first brake B1 and integrally connected to each other as output members. It is connected to a functioning differential drive gear 32.
  • the power transmission device 170 configured as described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3, Switching brake B0, 1st brake Bl, and 2nd brake B2 are selectively engaged so that the 1st speed gear stage (1st gear stage) through 7th speed gear stage (7th speed stage)
  • the reverse gear stage (reverse gear stage) or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear stage are substantially equal to the values shown in FIG.
  • FIG. 40 shows the relative rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 170 including the power distribution mechanism 16 and the automatic transmission 172 of the present embodiment.
  • the collinear diagram which can represent a relationship on a straight line is shown. If the automatic transmission 172 is expressed using the alignment chart of FIG. 40, the fourth rotating element RE4 (S2) is selectively connected to the force-driven gear CG2 via the third clutch C3 and the first
  • the fifth rotating element RE5 (R1) is selectively connected to the counter driven gear CG2 via the second clutch C2 and via the second brake B2.
  • the sixth rotary element RE6 (CA1 and R2) is connected to the differential drive gear 32, and the seventh rotary element RE7 (S1 and CA2) is connected to the counter driven gear CG2 via the first clutch C1. Is selectively linked to
  • the entire power transmission device 170 may be enlarged. An effect such as prevention is obtained. Further, the power distribution mechanism 16 of the power transmission device 170, the automatic transmission 172, and the differential gear device 36 are arranged on the first axial center RC1, the second axial center RC2, and the third axial center RC3, which are parallel to each other, respectively.
  • Counter gear pair CG functioning as a transmission member is arranged on the first axis RC1 so as to be rotatable concentrically with the power distribution mechanism 16, and connected to the ring gear R0 and counter drive gear CG1 and the second axis RC2.
  • the counter driven gear CG2 is arranged on the upper side of the automatic transmission 17 2 so as to be rotatable concentrically with the automatic transmission 172 and is connected to the automatic transmission 172 via the first clutch Cl, the second clutch C2 and the third clutch C3. Therefore, the axial dimension of the power transmission device 170 is further shortened.
  • the power transmission device 170 in Fig. 39 described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3,
  • FIG. 41 shows a state in which the power transmission device 170 of FIG. 39 configured by the power distribution mechanism 16 and the automatic transmission 172 is connected to each gear stage based on the engagement operation table of FIG.
  • the other collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which is different is shown.
  • Each rotating element corresponding to the seven vertical lines Y1 to Y7 in the alignment chart of FIG. 41 is the same as the rotating element of the alignment chart of FIG.
  • the gear ratio p 0 of the planetary gear unit 24 of the present embodiment is about “0.428”
  • the gear ratio pi of the planetary gear unit 26 is about “0.308”
  • the gear ratio of the planetary gear unit 28 is p 2 is set to about “0. 512”!
  • the fourth rotating element RE4 (S2) is selectively coupled to the counter driven gear CG2 via the third clutch C3 and via the first brake B1.
  • the fifth rotating element RE5 (R1) is selectively connected to the case 12 via the second brake B2 and selectively connected to the counter driven gear CG2 via the second clutch C2.
  • the sixth rotating element RE6 (CA1, R2) is connected to the differential drive gear 32, and the seventh rotating element RE7 (S1, CA2) is selectively connected to the counter driven gear CG2 via the first clutch C1.
  • the explanation about the rotational speed of each gear stage output from the differential drive gear 32 based on the engagement operation table of FIG. 10 is the same as the explanation of the alignment chart of FIG. .
  • the counter gear pair CG which functions as a transmission member, is disposed on the first shaft RC1 so as to be rotatable concentrically with the power distribution mechanism 16.
  • the counter drive gear CGI connected to the gear RO and the second shaft center RC2 are rotatably arranged concentrically with the automatic transmission 172, via the first clutch Cl, the second clutch C2 and the third clutch C3.
  • the dimension of the power transmission device 170 in the axial direction is further shortened because the counter driven gear CG2 is connected to the automatic transmission 172.
  • FIG. 42 is a skeleton diagram illustrating a power transmission device 180 for a hybrid vehicle, which is another embodiment of the present invention.
  • the power transmission device 180 includes an input shaft 14 that functions as an input member for inputting the output of the engine 8 and a power distribution mechanism 16 as a differential mechanism connected to the input shaft 14 in the case 12.
  • an automatic transmission 182 which is a stepped transmission mechanism connected in series between the power distribution mechanism 16 and the output shaft 22 via a transmission member (transmission shaft) 18, and the automatic transmission
  • the output shaft 22 as an output member connected to the machine 182 is provided in series on a common shaft center, and is suitably used for FR (front engine 'rear drive) type vehicles installed vertically in the vehicle.
  • FR front engine 'rear drive
  • a differential gear device (final reduction gear) 36 and a pair of axles are provided between the engine 8 as a driving power source for traveling and the pair of driving wheels 38. Transmit sequentially to a pair of drive wheels 38
  • the power distribution mechanism 16 of the present embodiment mainly includes a single-bion type planetary gear unit 24 having a predetermined gear ratio p0 of, for example, "0.420", a switching clutch CO, and a switching brake B0. Is prepared.
  • a continuously variable transmission state is established, and the rotation of the transmission member 18 is continuously changed regardless of the predetermined rotation of the engine 8.
  • the switching clutch CO when the switching clutch CO is engaged while the vehicle is running at the output of the engine 8 and the sun gear SO and the carrier CA0 are integrally engaged, the three elements S0, CA0, R0 of the planetary gear unit 24 are -Since the non-differential state, which is a locked state in which the body is rotated, is set, the power distribution mechanism 16 is set to a constant transmission state that functions as a transmission in which the speed ratio ⁇ 0 is fixed to “1”.
  • the switching brake ⁇ 0 is engaged in place of the switching clutch CO and the sun gear SO is brought into a non-differential state that is a non-rotating state, the ring gear R0 is accelerated more than the carrier CA0. Since the motor is rotated, the power distribution mechanism 16 has a gear ratio ⁇ ⁇ smaller than “1”, for example, “0.7”.
  • a constant speed change state that functions as a speed-up transmission fixed to the speed is set.
  • the automatic transmission 182 includes a double pinion type first planetary gear unit 26 and a single pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear Sl, a first planetary gear PI, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first sun gear via a first planetary gear PI.
  • a first ring gear Rl that meshes with SI is provided, and has a predetermined gear ratio p 1 of, for example, “0.498”.
  • the second planetary gear device 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2.
  • a second ring gear R2 that meshes with the sun gear S2 is provided, and has a predetermined gear ratio p 2 of, for example, “0.522”.
  • p 2 gear ratio
  • the gear ratio p1 is ZS 1 / ZR1 and the gear ratio p 2 are ZS2 / ZR2.
  • first sun gear S 1 and second sun gear S 2 that are integrally connected to each other are selectively connected to transmission member 18 via first clutch C 1, and second brake
  • the first carrier CA 1 is selectively connected to the case 12 via the first brake B1 and selectively connected to the case 12 which is a non-rotating member via B2.
  • the ring gear R1 and the second carrier CA2 are selectively connected to the transmission member 18 via the second clutch C2 and selectively connected to the case 12 via the third brake B3.
  • the second ring gear R2 is connected to the output shaft. 22 is linked.
  • the power transmission device 180 functions as a stepped transmission, as shown in FIG.
  • the gear ratio ⁇ 1 is maximized by the engagement of the switching clutch C0, the first clutch C1, and the first brake B1.
  • the first speed gear stage is established, and the gear ratio ⁇ 2 is smaller than the first speed gear stage, for example, “2.986” due to the engagement of the switching brake B0, the first clutch C1, and the first brake B1.
  • the second speed gear stage is established, and the gear ratio ⁇ 3 is smaller than the second speed gear stage, for example, “2.111”, due to the engagement of the switching clutch CO, the second clutch C2, and the first brake Bl.
  • the third speed gear stage is established, and the gear ratio ⁇ 4 is smaller than the third speed gear stage, for example, “1.
  • the fourth speed gear stage is established, and the gear ratio ⁇ 5 is smaller than the fourth speed gear stage, for example, “1. 000” due to the engagement of the switching clutch CO, the first clutch C1, and the second clutch C2.
  • the fifth gear is established and the switching clutch C0, the second clutch C2 and the second brake Due to the engagement of B2, the sixth speed gear stage in which the gear ratio ⁇ 6 is smaller than the fifth speed gear stage, for example, “0.657” is established, and the switching brake ⁇ 0, the second clutch C2, and the second gear stage are established.
  • the seventh speed gear stage in which the speed ratio ⁇ 7 is smaller than the sixth speed gear stage, for example, “0.463” is established.
  • the gear ratio ⁇ R is changed between the third speed gear stage and the fourth speed gear stage by the engagement of the first clutch C1 and the third brake ⁇ 3 or the engagement of the first clutch C1 and the first brake B1.
  • a reverse gear stage for engine travel or a reverse gear stage for motor travel that is “1.917” is established.
  • In the neutral “ ⁇ ⁇ ⁇ ” state for example, only the first clutch C1 is engaged.
  • the gear ratios of the gears adjacent to each other are changed in an equal ratio, which is ideal for a stepped gear shift.
  • the change ratio ( ⁇ 4 / ⁇ 5) of the gear ratio between the 4th speed gear stage and the 5th speed gear stage is 1.487, and the 5th speed gear stage and the 6th speed gear stage
  • the change ratio 5 / ⁇ 6) between the first gear and the second gear is 1.522, and the change ratio ( ⁇ 6 / ⁇ 7) between the sixth gear and the seventh gear is 1.
  • the overall gear ratio width ( ⁇ 1 / ⁇ 7) is set to a significantly large value of 9.164.
  • FIG. 44 shows a power transmission device 1 composed of the power distribution mechanism 16 and the automatic transmission 182.
  • FIG. 80 a collinear chart is shown in which the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage can be represented on a straight line.
  • the power transmission device 180 of this embodiment transmits the fourth rotating element RE4 (S1 and S2) via the first clutch C1 in the automatic transmission 182.
  • the fifth rotary element RE5 (R1 and CA 2) is selectively connected to the transmission member 18 via the second clutch C2, and is selectively connected to the case 12 via the second brake B2.
  • the 6th rotating element RE6 (R2) is connected to the output shaft 22 and the 7th rotating element RE7 (CA1) is connected to the 1st wheel. It is selectively connected to case 12 via brake B1.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, and the transmission member 18
  • the second electric motor M2 and the automatic transmission (stepped transmission mechanism) 182 are provided between the motor and the drive wheel 38, and the differential state in which the power distribution mechanism 16 can be operated as an electric continuously variable transmission.
  • a seventh gear is obtained.
  • a cross ratio in which the gear ratio change range is wide (in a wide range) and the gear ratios are close to each other can be obtained.
  • the entire power transmission device 180 is enlarged. It is prevented.
  • the power distribution mechanism 16 is selectively operated in a continuously variable transmission state or a stepped transmission state based on the driving power or driving torque required for the vehicle. By switching, it becomes possible to efficiently switch between stepped and continuously variable transmission states, and fuel consumption can be improved.
  • the constant gear ratio is switched so that at least one intermediate gear stage is obtained, and the power distribution mechanism
  • the constant gear ratio is switched so that at least one intermediate gear stage is obtained, and the power distribution mechanism
  • the constant speed ratio is switched so that at least one intermediate speed is obtained, and the power distribution mechanism
  • the automatic transmission is obtained by obtaining the first speed increase stage by setting one of 16 and the automatic transmission 182 as the speed increase stage, and obtaining the second speed increase stage by setting both the speed increase stages. Since it is possible to achieve at least six shift stages in combination with the 182 shift stages, it is possible to increase the number of stages while suppressing an increase in the size of the power transmission device 180.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, and the first is provided between the transmission member 18 and the drive wheel 38.
  • 2Electric motor M2 and automatic transmission (stepped transmission mechanism) 182 are provided, a differential state in which the power distribution mechanism 16 can operate as an electric continuously variable transmission, and a constant transmission that can operate as a two-stage transmission
  • a seven-speed gear stage is obtained by five friction engagement elements.
  • the configuration is relatively simple.
  • the reverse gear can be obtained by adding only one third brake B3 to the automatic transmission 182.
  • the power distribution mechanism 16 is configured by one planetary gear device 24, the axial dimension of the power distribution mechanism 16 is reduced and the power distribution mechanism 16 is simplified. Configured.
  • the planetary gear unit 24 is composed of a single pinion type planetary gear unit, so that it is further downsized and easily configured.
  • the automatic transmission (stepped transmission mechanism) 182 is constituted by the two sets of planetary gear units 26 and 28, and the power having two shift stages. In combination with the distribution mechanism 16, a 7-speed gear stage is achieved by a small number of planetary gear units. can get.
  • FIG. 45 is another engagement operation table illustrating combinations of operations of the hydraulic friction engagement device of the power transmission device 180 of the hybrid vehicle according to another embodiment of the present invention.
  • the example corresponds to FIG.
  • the basic configuration of the power transmission device 180 of the hybrid vehicle of the present embodiment is the same as that in FIG. 42 and FIGS. 4 to 9 described above. Description is omitted. The following description will focus on the engagement operation table and collinear chart, which are the differences.
  • the switching clutch CO, the first clutch Cl, the second clutch C2, the third clutch C3, the switching brake B0, the first brake B 1 , And the second brake B2 are selectively engaged and operated, so that the first gear (first gear) to the seventh gear (seventh gear)! /, Shift or reverse gear
  • the power distribution mechanism 16 is provided with a switching clutch CO and a switching brake ⁇ 0, and the power distribution mechanism 16 is operated as described above by engaging any one of the switching clutch CO and the switching brake B0.
  • a stepped transmission is configured by the power distribution mechanism 16 and the automatic transmission 182 that are brought into a constant speed changing state by engaging and operating either the switching clutch CO or the switching brake B0.
  • the continuously variable transmission 16 and the automatic transmission 182 form a continuously variable transmission by making the continuously variable transmission state by not engaging any of the switching clutch C0 and the switching brake B0.
  • the engagement of the switching clutch C0, the first clutch C1, and the first brake B1 causes the gear ratio ⁇ 1 Is set to the maximum value, for example, “4.426”, and the gear ratio ⁇ 2 is greater than that of the first gear by engaging the switching brake ⁇ ⁇ ⁇ ⁇ 0, the first clutch C1, and the first brake B1. Is set to a smaller value, for example, “3. 117”, and the gear ratio ⁇ 3 is greater than that of the second gear because of the engagement of the switching clutch C0, the second clutch C2, and the first brake B1.
  • the third gear which is a smaller value, for example, “2.111”, is established, and the gear ratio ⁇ 4 is set to the third gear by engaging the switching brake ⁇ ⁇ ⁇ ⁇ , the second clutch C2, and the first brake B1.
  • the fourth speed gear stage which is smaller than the speed stage, for example, “1. 487” is established, and the gear ratio ⁇ 5 is set to the fourth speed ratio by engagement of the switching clutch CO, the first clutch C1 and the second clutch C2.
  • the fifth gear is set to a value smaller than the first gear, for example, “1. 000”, and the gear ratio ⁇ 6 is set to the first by the engagement of the switching brake ⁇ 0, the first clutch C1, and the second clutch C2.
  • a value smaller than the 5th gear stage for example, “6.
  • the gear ratios of the gears adjacent to each other are changed in an equal ratio, which is ideal for a stepped gear shift.
  • the change ratio ( ⁇ 4 / ⁇ 5) of the gear ratio between the 4th speed gear stage and the 5th speed gear stage is 1.487, and the 5th speed gear stage and the 6th speed gear stage
  • the change ratio 5 / ⁇ 6) between the first gear and the second gear is 1.480
  • the change ratio ( ⁇ 6 / ⁇ 7) between the sixth gear and the seventh gear is 1. 420.
  • the overall gear ratio width ( ⁇ 1 / ⁇ 7) is set to a significantly large value of 9.302.
  • FIG. 46 shows the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the power transmission device 180 including the power distribution mechanism 16 and the automatic transmission 182. It shows a collinear diagram that can be represented on a straight line. Since the rotation elements corresponding to the seven vertical lines Y1 to Y7 in the alignment chart of FIG. 46 are the same as the rotation elements of the alignment chart of FIG. 44, description thereof is omitted.
  • the gear ratio ⁇ 0 of the planetary gear device 24 of the present embodiment is about “0.420”
  • the gear ratio ⁇ 1 of the planetary gear device 26 is about “0.477”
  • the gear ratio ⁇ of the planetary gear device 28 is ⁇ . 2 is set to about “0. 480”.
  • the fourth rotating element RE4 (S1, S2) is selectively coupled to the transmission member 18 via the first clutch C1 and to the case 12 via the second brake B2.
  • the fifth rotary element RE5 (R1, CA2) is selectively connected to the case 12 via the third brake B3 and selectively connected to the transmission member 18 via the second clutch C2.
  • the sixth rotating element RE6 (R2) is connected to the output shaft 22, and the seventh rotating element RE7 (C A1) is selectively connected to the case 12 via the first brake B 1! / .
  • the first clutch C1 and the first brake B1 are engaged in the engaged state of the switching clutch CO, so that the seventh rotation is required as shown in FIG.
  • the rotational speed of the first-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotational speed of the connected sixth rotational element RE6.
  • the rotation speed of the output shaft 22 of the second speed is indicated by the intersection with the vertical line Y6 indicating the speed, and the second clutch C2 and the first brake B1 are connected when the switching clutch CO is engaged.
  • the rotation speed of the output shaft 22 of the third speed is shown at the intersection of the oblique straight line L3 determined by the engagement and the vertical line Y6 indicating the rotation speed of the sixth rotation element RE6 connected to the output shaft 22.
  • the horizontal straight line L6 determined by engaging the first clutch C1 and the second clutch C2 in the combined state
  • the rotation speed of the 6th speed output shaft 22 is indicated at the intersection with the vertical line Y6 indicating the rotation speed of the 6th rotation element RE6 connected to the output shaft 22, and the second clutch C2 is in the engaged state of the switching brake B0.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided as in the above-described embodiment, and the transmission member 18
  • the second electric motor M2 and the automatic transmission (stepped transmission mechanism) 182 are provided between the motor and the drive wheel 38, and the differential state in which the power distribution mechanism 16 can be operated as an electric continuously variable transmission. If the vehicle's power transmission device 180, which is selectively switched to a constant transmission state that can be operated as a stage transmission, is operated as a stepped automatic transmission, a seventh speed stage is obtained. Therefore, a cross ratio in which the gear ratio change range is wide (in a wide range) and the gear ratios are close to each other can be obtained.
  • FIG. 47 shows a skeleton diagram illustrating the configuration of a power transmission device 190 in another embodiment of the present invention.
  • the power transmission device 190 according to the present embodiment is arranged so that the power transmission device 180 is arranged in a suitable manner for the FF (front engine 'front drive) driving system in which the axial dimension is shortened.
  • the power distribution mechanism 16, the automatic transmission 182 and the differential gear unit 36 constituting the 180 are arranged on the first axial center RC 1, the second axial center RC2, and the third axial center RC3, which are parallel to each other. Since the transmission member 18 in FIG. 42 has only been changed to the counter gear pair CG, the relationship between the gear position of the power transmission device 190 and the engagement combination of the hydraulic friction engagement device is shown.
  • the collinear diagram for explaining the engagement table and the speed change operation of the power transmission device 190 is the same as that shown in FIGS. Further, the values of the gear ratios p 1 and P 2 p 3 of the planetary gear devices 24, 26, and 28 and the gear ratio values of the respective gear stages are the same as those of the power transmission device 180 shown in FIGS.
  • the power transmission device 190 is sequentially arranged on the first axis RC 1 so as to be concentrically rotatable in the case 12 attached to the vehicle body.
  • An engine 8 an input shaft 14 directly connected to the engine 8 or indirectly through a pulsation absorbing damper (vibration attenuation device) (not shown), and a power distribution mechanism 16 connected to the input shaft 14.
  • the automatic transmission 182 that is rotatably disposed concentrically on the second axial center RC2 that is disposed in parallel to the first axial center RC1, and an output rotating member that is coupled to the automatic transmission 182.
  • Counter gear pair CG as a transmission member connecting differential drive gear 32, first axis RC 1 and second axis RC2 so as to be able to transmit power, and third axis parallel to second axis RC2
  • Differential gear unit 3 arranged on the center RC3 and driven to rotate by the differential drive gear 32 described above 6 and.
  • the gear ratio variation range is wide (in a wide range), and the gear ratios are mutually connected. A close cross ratio is obtained.
  • the entire power transmission device 190 is increased in size. The effect that it is prevented is acquired.
  • the power distribution mechanism 16 and the automatic transmission 182 are not disposed on the same axis as compared with the power transmission device 180 of FIGS. 42 to 44. The axial dimension of the power transmission device 190 is further shortened.
  • the dimensions of the axis of the power transmission device are generally limited by the vehicle width, and it can be placed horizontally for FF vehicles and RR vehicles.
  • the first axis RC1 and the second axis RC2 are in the vehicle width direction. It can be suitably used as a power transmission device that can be mounted in parallel.
  • the power distribution mechanism 16 and the automatic transmission 18 further reduce the axial dimension of the power transmission device 190.
  • the second electric motor M2 is disposed on the first axis RC1, the dimension of the second axis RC2 in the axial direction is shortened.
  • the power transmission device 190 of FIG. 47 described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3, as shown in the same engagement operation table as FIG.
  • the 1st gear (1st gear) to 7th gear (7th gear) can be selected by selectively engaging the switching brake B0, 1st brake Bl and 2nd brake B2. , Deviation, reverse gear (reverse gear), or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear are the same as the values shown in FIG.
  • a gear ratio ⁇ ( input shaft rotational speed ⁇ / output shaft rotational speed NOUT), which changes in a substantially equal ratio, is obtained for each forward gear, and a large gear ratio range is obtained.
  • FIG. 46 shows a state in which the power transmission device 190 of FIG. 47 configured by the power distribution mechanism 16 and the automatic transmission 182 is connected to each gear stage based on the engagement operation table of FIG.
  • the other collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which is different is shown.
  • the rotation elements corresponding to the seven vertical lines Y1 to Y7 in the alignment chart of FIG. 46 are the same as the rotation elements of the alignment chart of FIG.
  • the gear ratio ⁇ 0 of the planetary gear unit 24 of this embodiment is about “0.420”
  • the gear ratio ⁇ 1 of the planetary gear unit 26 is about “0.477”
  • the gear of the planetary gear unit 28 is The ratio ⁇ 2 is set to about “0. 480”!
  • fourth rotating element R E4 (S1, S2) is selectively coupled to counter driven gear CG2 via first clutch C1.
  • the fifth rotating element R E5 R1, CA2
  • the sixth rotation element RE6 R2 Is connected to the differential drive gear 32
  • the seventh rotating element RE7 CA1 is selectively connected to the case 12 via the first brake B1.
  • the explanation about the rotational speed of each gear stage output from the differential drive gear 32 based on the engagement operation table of FIG. 45 is the same as the explanation of the alignment chart of FIG. .
  • the entire power transmission device 190 may be increased in size. An effect such as prevention is obtained. Further, the differential gear mechanism 16, the automatic transmission 182 and the differential gear device 36 of the power transmission device 190 are arranged on the first axis RC1, the second axis RC2, and the third axis RC3, which are parallel to each other.
  • Counter gear pair CG which functions as a transmission member, is arranged on the first axis RC1 so as to be rotatable concentrically with the power distribution mechanism 16, and is connected to the ring gear R0 and counter drive gear CG1, and the second axis.
  • a counter driven gear CG2 is arranged on RC2 so as to be rotatable concentrically with automatic transmission 18 2 and connected to automatic transmission 182 via first clutch Cl, second clutch C2 and third clutch C3. Therefore, the axial dimension of the power transmission device 190 is further shortened.
  • FIG. 48 is a skeleton diagram showing a power transmission device 200 according to another embodiment of the present invention
  • FIG. 49 is a collinear diagram showing the rotational speed of the rotating element.
  • the power transmission device 200 of the present embodiment is different from the embodiment of FIGS. 42 to 44 only in the configuration of the automatic transmission 202. Hereinafter, the difference will be mainly described.
  • the automatic transmission 202 includes a double pinion type first planetary gear unit 26 and a single pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear Sl, a first planetary gear PI, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first sun gear via a first planetary gear PI. Equipped with first ring gear R1 compatible with SI For example, it has a predetermined gear ratio p 1 of “0.502”.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so that it can rotate and revolve, and a second sun gear S2 via the second planetary gear P2.
  • a second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio ⁇ 2 of about “0.522”, for example.
  • the first sun gear S1 is selectively connected to the case 12 via the first brake B1
  • the first carrier CA1 and the second sun gear S2 that are integrally connected to each other are connected to each other.
  • the first ring gear R1 which is selectively connected to the transmission member 18 via the first clutch C1 and selectively connected to the case 12 via the second brake B2, is integrally connected to each other.
  • the carrier CA2 is selectively connected to the transmission member 18 via the second clutch C2, and is selectively connected to the case 12 via the third brake B3, and the second ring gear R2 is connected to the output shaft 22. Yes.
  • the power transmission device 200 configured as described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3, as shown in the same engagement operation table as FIG. Switching brake B0, 1st brake Bl, and 2nd brake B2 are selectively engaged so that the 1st speed gear stage (1st gear stage) through 7th speed gear stage (7th speed stage)
  • the reverse gear stage (reverse gear stage) or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear stage are substantially equal to the values shown in FIG.
  • Fig. 49 shows the relative relationship between the rotational speeds of the rotating elements having different coupling states for each gear stage in the power transmission device 200 including the power distribution mechanism 16 and the automatic transmission 202 of the present embodiment.
  • the collinear chart which can be represented on a straight line is shown. If the automatic transmission 202 is expressed using the alignment chart of FIG. 49, the fourth rotating element RE4 (CA1 and S2) is selectively connected to the transmission member 18 via the first clutch C1 and (2)
  • the fifth rotating element RE5 (R1 and CA2) is selectively connected to the transmission member 18 via the second clutch C2 and the third brake B3 is connected to the case 12 via the brake B2.
  • the sixth rotating element RE6 (R2) is connected to the output shaft 22 and the seventh rotating element RE7 (S 1) is selectively connected to the case 12 via the first brake B1.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is the same as the above-described embodiments of Figs.
  • a second electric motor M2 and an automatic transmission (stepped transmission mechanism) 202 are provided between the transmission member 18 and the drive wheel 38, and the power distribution mechanism 16 is electrically connected to the continuously variable transmission.
  • the vehicle's power transmission device 200 which is selectively switched between a differential state operable as a two-stage transmission and a constant transmission state operable as a two-stage transmission, is operated as a stepped automatic transmission.
  • the ratio of the gear ratio change range is wide (in the wide range) and the gear ratios are close to each other, as in the above-described embodiments of FIGS. Is obtained.
  • the transmission path for directly transmitting the rotation of the input shaft (input member) 14 to which the output of the engine 8 is input to the automatic transmission 202 has been increased! / ,! The effect of preventing the whole from becoming large can be obtained.
  • the power transmission device 200 of FIG. 48 described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3, as shown in the same engagement operation table as FIG.
  • the 1st gear (1st gear) to 7th gear (7th gear) can be selected by selectively engaging the switching brake B0, 1st brake Bl and 2nd brake B2. , Deviation, reverse gear (reverse gear), or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear are the same as the values shown in FIG.
  • a gear ratio ⁇ ( input shaft rotational speed ⁇ / output shaft rotational speed NOUT), which changes in a substantially equal ratio, is obtained for each forward gear, and a large gear ratio range is obtained.
  • FIG. 50 shows a state in which the power transmission device 200 of FIG. 48 configured by the power distribution mechanism 16 and the automatic transmission 202 is connected to each gear stage based on the engagement operation table of FIG.
  • the other collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which is different is shown.
  • Each rotating element corresponding to the seven vertical lines Y1 to Y7 in the alignment chart of FIG. 50 is the same as the rotating element of the alignment chart of FIG.
  • the gear ratio ⁇ 0 of the planetary gear unit 24 of the present embodiment is about “0.420”
  • the gear ratio ⁇ 1 of the planetary gear unit 26 is about “0.223”
  • the gear of the planetary gear unit 28 is The ratio ⁇ 2 is set to about “0.
  • the fourth rotating element RE4 (CA1, S2) is selectively connected to the transmission member 18 via the first clutch C1 and the second brake.
  • the second rotary element RE5 (R1, CA2) is selectively connected to the case 12 via the third brake B3 and transmitted via the second clutch C2.
  • the sixth rotating element RE6 (R2) is connected to the output shaft 22, and the seventh rotating element RE7 (S1) is selectively connected to the case 12 via the first brake B1. It is consolidated.
  • the description of the rotational speed of each gear stage output from the output shaft 22 based on the engagement operation table of FIG. 45 is the same as the description of the collinear diagram of FIG. 46, and thus the description thereof is omitted. .
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, as in the above-described embodiment.
  • a second motor M2 and an automatic transmission (stepped transmission mechanism) 202 are provided between the transmission member 18 and the drive wheel 38, and the power distribution mechanism 16 can operate as an electric continuously variable transmission.
  • the vehicle power transmission device 200 which is selectively switched between a moving state and a constant transmission state operable as a two-stage transmission, is operated as a stepped automatic transmission, 7 Since a high speed gear stage is obtained, a cross ratio in which the gear ratio change range is wide (in a wide range) and the gear ratios are close to each other can be obtained, as in the above-described embodiment. Further, since the transmission path for directly transmitting the rotation of the input shaft (input member) 14 to which the output of the engine 8 is input to the automatic transmission 202 is not added, the entire power transmission device 200 is enlarged. The effect that it is prevented is obtained.
  • FIG. 51 is a skeleton diagram illustrating the configuration of the power transmission device 210 according to another embodiment of the present invention.
  • the power transmission device 210 of the present embodiment has the power transmission device 200 described above so that the power transmission device 200 is arranged in a suitable manner for the FF (front engine 'front drive) drive system in which the axial dimension is shortened.
  • the power distribution mechanism 16, the automatic transmission 202, and the differential gear unit 36 that constitute 210 are rearranged on the first axis RC1, the second axis RC2, and the third axis RC3 that are parallel to each other. 45, the transmission member 18 in FIG. 45 has only been changed to the counter gear pair CG.
  • the engagement table showing the relationship with the combination of engagement of the friction engagement devices and the collinear diagram for explaining the speed change operation of the power transmission device 210 are the same as those shown in FIGS. Further, the values of the gear ratios p 0, p 1 and p 2 of the planetary gear units 24, 26 and 28 and the gear ratio values of the respective gear stages are the same as those of the power transmission device 200 shown in FIGS. 43 and 49. .
  • the power transmission device 210 is sequentially disposed concentrically on the first axis RC1 in the case 12 attached to the vehicle body.
  • An engine 8 an input shaft 14 directly connected to the engine 8 or indirectly via a pulsation absorbing damper (vibration damping device) (not shown), a power distribution mechanism 16 connected to the input shaft 14, Automatic transmission 202 arranged concentrically on second axis RC2 arranged parallel to first axis RC1 and differential drive gear as an output rotating member connected to this automatic transmission 202 32, counter gear pair CG as a transmission member that connects between the first axis RC1 and the second axis RC2 so that power can be transmitted, and the third axis RC3 parallel to the second axis RC2.
  • the gear ratio variation range is wide (in a wide range), and the gear ratios are mutually different. An approaching cross ratio is obtained.
  • the transmission path for directly transmitting the rotation of the input shaft (input member) 14 to which the output of the engine 8 is input to the automatic transmission 202 is not added, the entire power transmission device 210 is enlarged. The effect that it is prevented is acquired.
  • the power transmission mechanism 16 and the automatic transmission 202 are not disposed on the same shaft center as compared with the power transmission device 200 of FIGS. The axial dimension of 210 is further shortened.
  • the dimension of the power transmission device in the axial direction is generally restricted by the vehicle width, that is, the first axial center RC1 and the second axial center RC2 are It can be suitably used as a power transmission device that can be mounted in parallel.
  • the power distribution mechanism 16 and the automatic transmission 202 are disposed between the engine 8 (differential drive gear 32) and the counter gear pair CG, the axial dimension of the power transmission device 210 is further reduced. Is done.
  • the second electric motor M2 is disposed on the first axis RC1, the dimension in the axial direction of the second axis RC2 is short. It is shrunk.
  • the power transmission device 210 of FIG. 51 described above has the switching clutch CO, the first clutch Cl, the second clutch C2, the third clutch C3, as shown in the same engagement operation table as FIG. Switching Brake BO, 1st brake Bl, and 2nd brake B2 can also be selectively engaged, so that the 1st gear (1st gear) to 7th gear (7th gear) , Deviation, reverse gear (reverse gear), or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear are the same as the values shown in FIG.
  • a gear ratio ⁇ ( input shaft rotational speed ⁇ / output shaft rotational speed NOUT), which changes in a substantially equal ratio, is obtained for each forward gear, and a large gear ratio range is obtained.
  • FIG. 50 shows a state in which the power transmission device 210 of FIG. 51, which includes the power distribution mechanism 16 and the automatic transmission 202, is connected to each gear stage based on the engagement operation table of FIG.
  • the other collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which is different is shown.
  • Each rotating element corresponding to the seven vertical lines Y1 to Y7 in the alignment chart of FIG. 50 is the same as the rotating element of the alignment chart of FIG.
  • the gear ratio ⁇ 0 of the planetary gear unit 24 of this embodiment is about “0.420”
  • the gear ratio ⁇ 1 of the planetary gear unit 26 is about “0.223”
  • the gear of the planetary gear unit 28 is The ratio ⁇ 2 is set to about “0. 480”!
  • the fourth rotating element R E4 (CA1, S2) is selectively coupled to the counter driven gear CG2 via the first clutch C1.
  • the fifth brake element RE5 (R1, CA2) is selectively connected to the case 12 via the third brake B3, and is selectively connected to the case 12 via the second brake B2.
  • the counter-driven gear CG2 is selectively connected
  • the sixth rotation element RE6 (R2) is connected to the differential drive gear 32
  • the seventh rotation element RE7 (S1) is connected to the case 12 via the first brake B1. Is selectively linked to
  • the description of the rotational speed of each gear stage output from the differential drive gear 32 is the same as the description of the alignment chart of FIG. .
  • the power transmission device 210 of the present embodiment As in the above-described embodiments of Figs. Since a seventh speed is obtained, a cross ratio in which the gear ratio change range is wide (in a wide range) and the gear ratios are close to each other is obtained, as in the above-described embodiments of FIGS. Since the transmission path for directly transmitting the rotation of the input shaft (input member) 14 to which the engine 8 output is input to the automatic transmission 202 is not added, the entire power transmission device 210 may be increased in size. An effect such as prevention is obtained.
  • the differential gear mechanism 16, the automatic transmission 202, and the differential gear device 36 of the power transmission device 210 are arranged on the first axis RC1, the second axis RC2, and the third axis RC3, which are parallel to each other.
  • the counter gear pair CG functioning as a transmission member is disposed on the first axis RC1 so as to be rotatable concentrically with the power distribution mechanism 16, and is connected to the ring gear R0 and the counter drive gear CG1 and the second axis.
  • a counter driven gear CG2 is arranged on the RC2 so as to be rotatable concentrically with the automatic transmission 202 and connected to the automatic transmission 202 via the first clutch Cl, the second clutch C2 and the third clutch C3. Therefore, the axial dimension of the power transmission device 210 is further shortened.
  • FIG. 52 is a skeleton diagram showing a configuration of a power transmission device 220 according to another embodiment of the present invention
  • FIG. 53 is a collinear diagram showing the rotation speed of the rotating element.
  • the power transmission device 220 of the present embodiment is configured for an FF vehicle in the same manner as the embodiments of FIGS. 47, 51, etc., and compared with the embodiments of FIGS. 47, 51, etc., the automatic transmission Only the configuration of 222 is different. The following explains the differences.
  • the automatic transmission 222 includes a single pinion type first planetary gear unit 26 and a single pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear S 1, a first planetary gear Pl, a first carrier CA 1 that supports the first planetary gear PI so that it can rotate and revolve, and a first planetary gear PI through a first planetary gear PI.
  • the first ring gear R1 that meshes with the sun gear SI is provided, and has a predetermined gear ratio p 1 of, for example, “0. 522”.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so that it can rotate and revolve, and a second sun gear S2 via the second planetary gear P2. And a second ring gear R2 that meshes with the gear, for example, has a predetermined gear ratio p 2 of “0.309”.
  • the first sun gear S1 and the second sun gear S2, which are integrally connected to each other, are counter-driven gear CG2 that functions as a transmission member via the first clutch C1. Is selectively connected to the case 12 via the second brake B2, and the first carrier CA1 is selectively connected to the counter driven gear CG2 via the second clutch C2 and the third brake C2.
  • the second ring gear R2 is selectively connected to the case 12 via the first brake B1, and the first ring gear R1 and the second carrier CA2 are selectively connected to the case 12 via the brake B3. Is connected to a differential drive gear 32 that functions as an output member.
  • the power transmission device 220 configured as described above has the switching clutch CO, the first clutch Cl, the second clutch C2, the switching brake BO, 1 brake Bl, 2nd brake B2, and 3rd brake B3 are selectively engaged and operated so that 1st gear (1st gear) to 7th gear (7th)
  • a reverse gear stage reverse gear stage or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear stage are substantially the same as the values shown in FIG.
  • FIG. 53 shows the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 220 including the power distribution mechanism 16 and the automatic transmission 222 of the present embodiment.
  • the collinear chart which can be represented on a straight line is shown. If the automatic transmission 222 is expressed using the alignment chart of FIG. 53, the fourth rotating element RE4 (S1 and S2) is selectively coupled to the counter driven gear CG2 via the first clutch C1 and the second
  • the fifth rotating element RE5 (CA1) is selectively connected to the counter-driven gear CG2 via the second clutch C2 and selectively connected to the case 12 via the third brake B3.
  • the sixth rotating element RE6 (R1 and CA2) is connected to the differential drive gear 32, and the seventh rotating element RE7 (R2) is selectively connected to the case 12 via the first brake B1. Yes.
  • the speed change range is wide (in a wide range).
  • Cross ratios that are close to each other are obtained, and the transmission path for directly transmitting the rotation of the input shaft (input member) 14 to which the output of the engine 8 is input to the automatic transmission 222 has not been added. Therefore, effects such as prevention of an increase in the size of the entire power transmission device 220 can be obtained.
  • the power distribution mechanism 16, the automatic transmission 222, and the differential gear device 36 of the power transmission device 220 are respectively disposed on the first axis RC1, the second axis RC2, and the third axis RC3 that are parallel to each other.
  • Counter gear pair that acts as a transmission member CG force
  • Counter drive gear C G1 that is rotatably arranged on the first axis RC1 concentrically with the power distribution mechanism 16 and connected to the ring gear R0, and the second axis RC2
  • the counter-driven gear CG2 is arranged on the upper side of the automatic transmission 222 and is concentrically rotatable and connected to the automatic transmission 222 via the first clutch Cl, the second clutch C2 and the third clutch C3. Therefore, the dimension of the power transmission device 220 in the axial direction is further shortened.
  • the power transmission device 220 of FIG. 52 described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3, as shown in the same engagement operation table as FIG.
  • the 1st gear (1st gear) to 7th gear (7th gear) can be selected by selectively engaging the switching brake B0, 1st brake Bl and 2nd brake B2. , Deviation, reverse gear (reverse gear), or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear are the same as the values shown in FIG.
  • a gear ratio ⁇ ( input shaft rotational speed ⁇ / output shaft rotational speed NOUT), which changes in a substantially equal ratio, is obtained for each forward gear, and a large gear ratio range is obtained.
  • FIG. 54 shows a state in which the power transmission device 220 shown in FIG. 52, which includes the power distribution mechanism 16 and the automatic transmission 222, is connected to each gear stage based on the engagement operation table shown in FIG.
  • the other collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which is different is shown.
  • Each rotating element corresponding to the seven vertical lines Y1 to Y7 in the collinear diagram of FIG. 54 is the same as the rotating element of the collinear diagram of FIG.
  • the gear ratio ⁇ 0 of the planetary gear device 24 of this embodiment is about “0.420”
  • the gear ratio ⁇ 1 of the planetary gear device 26 is about “0.480”
  • the gear of the planetary gear device 28 is The ratio ⁇ 2 is set to about “0.292”!
  • the fourth rotating element RE4 (S1, S2) is selectively coupled to the counter driven gear CG2 via the first clutch C1.
  • the fifth rotating element RE5 (CA1) is selectively connected to the case 12 via the third brake B3 and the counter via the second clutch C2.
  • the sixth rotating element RE6 (R1, CA2) is connected to the differential drive gear 32, and the seventh rotating element RE7 (R2) is selectively connected to the case 12 via the first brake B1. It is connected to.
  • the description of the rotational speed of each gear stage output from the differential drive gear 32 is the same as the description of the collinear diagram of FIG. To do.
  • the entire power transmission device 220 may be increased in size. An effect such as prevention is obtained. Further, the differential gear mechanism 16, the automatic transmission 222, and the differential gear device 36 of the power transmission device 220 are arranged on the first axis RC1, the second axis RC2, and the third axis RC3, which are parallel to each other.
  • Counter gear pair CG which functions as a transmission member, is arranged on the first axis RC1 so as to be rotatable concentrically with the power distribution mechanism 16, and is connected to the ring gear R0 and counter drive gear CG1, and the second axis.
  • a counter driven gear CG2 is arranged on the RC2 so as to be rotatable concentrically with the automatic transmission 22 2 and connected to the automatic transmission 222 via the first clutch Cl, the second clutch C2 and the third clutch C3. Therefore, the axial dimension of the power transmission device 220 is further shortened.
  • FIG. 55 is a skeleton diagram showing the configuration of a power transmission device 230 according to another embodiment of the present invention
  • FIG. 56 is a collinear diagram showing the rotation speed of the rotating element.
  • the power transmission device 230 of the present embodiment is configured for FF vehicles in the same manner as the embodiments of FIGS. 47, 51, 52, etc., and compared with the embodiments of FIGS. 47, 51, 52, etc. Thus, only the configuration of the automatic transmission 232 is different. Hereinafter, the difference will be mainly described.
  • the automatic transmission 232 includes a double pinion type first planetary gear unit 26 and a single pinion type second planetary gear unit 28.
  • the first planetary gear set 26 is a first sun gear Sl, The first planetary gear PI, the first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and the first ring gear R1 that meshes with the first sun gear SI via the first planetary gear PI.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so that it can rotate and revolve, and a second sun gear S2 via the second planetary gear P2.
  • a second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio p 2 of, for example, “0.522”.
  • the first sun gear S1 and the second carrier CA2 that are integrally connected to each other are selectively connected to the counter driven gear CG 2 that functions as a transmission member via the second clutch C2.
  • the first carrier CA1 is selectively connected to the case 12 via the first brake B1
  • the second sun gear S2 is connected via the first clutch C1.
  • the first ring gear R1 and the second ring gear R2 that are selectively connected to the counter driven gear CG2 and selectively connected to the case 12 via the second brake B2 and connected to each other are connected to the differential drive gear 32 that functions as an output member. It is connected.
  • the power transmission device 230 configured as described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the switching brake B0, 1 brake Bl, 2nd brake B2, and 3rd brake B3 are selectively engaged and operated so that 1st gear (1st gear) to 7th gear (7th)
  • a reverse gear stage reverse gear stage or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear stage are substantially the same as the values shown in FIG.
  • FIG. 56 shows the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 230 including the power distribution mechanism 16 and the automatic transmission 232 of the present embodiment.
  • the collinear chart which can be represented on a straight line is shown. If the automatic transmission 232 is expressed using the alignment chart of FIG. 56, the fourth rotating element RE4 (S2) is selectively connected to the force-driven gear CG2 via the first clutch C1 and the second
  • the fifth rotating element RE5 (S1 and CA2) is connected to the case 12 via the brake ⁇ 2 and the second clutch C2 is connected.
  • Through the third brake B3 and selectively connected to the case 12 and the sixth rotating element RE6 (R1 and R2) is connected to the differential drive gear 32 and the seventh
  • the rotating element RE7 (CA1) is selectively connected to the case 12 via the first brake B1.
  • the power distribution mechanism 16, the automatic transmission 232, and the differential gear device 36 of the power transmission device 230 are arranged on the first axis RC1, the second axis RC2, and the third axis RC3, which are parallel to each other.
  • Counter gear pair that acts as a transmission member CG force
  • Counter drive gear C G1 that is rotatably arranged on the first axis RC1 concentrically with the power distribution mechanism 16 and connected to the ring gear R0, and the second axis RC2 It is composed of a counter driven gear CG 2 that is arranged on the upper side of the automatic transmission 232 and is concentrically rotatable and connected to the automatic transmission 232 via the first clutch C1 and the second clutch C2.
  • the dimension of the transmission device 230 in the axial direction is further shortened.
  • the power transmission device 220 of FIG. 55 described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3, as shown in the same engagement operation table as FIG.
  • the 1st gear (1st gear) to 7th gear (7th gear) can be selected by selectively engaging the switching brake B0, 1st brake Bl and 2nd brake B2. , Deviation, reverse gear (reverse gear), or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear are the same as the values shown in FIG.
  • a gear ratio ⁇ ( input shaft rotational speed ⁇ / output shaft rotational speed NOUT), which changes in a substantially equal ratio, is obtained for each forward gear, and a large gear ratio range is obtained.
  • FIG. 57 shows a state where the power transmission device 230 of FIG. 55 configured by the power distribution mechanism 16 and the automatic transmission 232 is connected to each gear stage based on the engagement operation table of FIG.
  • the other collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which is different is shown.
  • Each rotating element corresponding to the seven vertical lines Y1 to Y7 in the collinear diagram of FIG. 57 is the same as the rotating element of the collinear diagram of FIG.
  • the gear ratio p 0 of the planetary gear unit 24 of this embodiment is about “0.420”
  • the gear ratio p 1 of the planetary gear unit 26 is about “0.474”
  • the gear of the planetary gear unit 28 is The ratio p 2 is set to about “0. 480” respectively!
  • the fourth rotating element R E4 (S2) is selectively coupled to the counter driven gear CG2 via the first clutch C1 and (2)
  • the fifth rotary element RE5 (S1, CA2) is selectively connected to case 12 via the third brake (B3) and the second clutch (C2).
  • the 6th rotating element RE6 (R1, R2) is connected to the differential drive gear 32
  • the 7th rotating element RE7 (CA1) is connected to the case 12 via the 1st brake B1. Is selectively linked to
  • the explanation about the rotational speed of each gear stage output from the differential drive gear 32 is the same as the explanation of the alignment chart of FIG. To do.
  • Counter gear pair CG which functions as a transmission member, is arranged on the first axis RC1 so as to be rotatable concentrically with the power distribution mechanism 16, and is connected to the ring gear R0 and counter drive gear CG1, and the second axis.
  • a counter driven gear CG2 is arranged on the RC2 so as to be rotatable concentrically with the automatic transmission 23 2 and connected to the automatic transmission 232 via the first clutch Cl, the second clutch C2 and the third clutch C3. Therefore, the axial dimension of the power transmission device 230 is further shortened.
  • FIG. 58 is a skeleton diagram showing the configuration of a power transmission device 240 according to another embodiment of the present invention
  • FIG. 59 is a collinear diagram showing the rotation speed of the rotating element.
  • the power transmission device 240 of this embodiment is configured for an FF vehicle in the same manner as the embodiments of FIGS. 47, 51, 52, 55, etc., and FIGS. 47, 51, 52, 55. Only the configuration of the automatic transmission 242 is different from that of the embodiment. Hereinafter, the difference will be mainly described.
  • the automatic transmission 242 includes a double pinion type first planetary gear unit 26 and a single pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear Sl, a first planetary gear PI, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first sun gear via a first planetary gear PI.
  • the first ring gear R1 that meshes with SI is provided, and has a predetermined gear ratio p 1 of “0.526”, for example.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so that it can rotate and revolve, and a second sun gear S2 via the second planetary gear P2. And a second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio p 2 of, for example, “0.522”.
  • the first sun gear S1 is selectively connected to the case 12 via the first brake B1
  • the first carrier CA1 and the second carrier CA2 that are integrally connected to each other are the second carrier CA1 and the second carrier CA2.
  • the power transmission device 240 configured as described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the switching brake B0, the first brake, as shown in the same engagement operation table as FIG.
  • Fig. 59 shows the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 240 including the power distribution mechanism 16 and the automatic transmission 242 of the present embodiment.
  • the collinear chart which can be represented on a straight line is shown. If the automatic transmission 242 is expressed using the nomogram of FIG. 59, the fourth rotating element RE4 (S2) is selectively coupled to the force-driven gear CG2 via the first clutch C1 and the second
  • the fifth rotary element RE5 (CA1 and CA2) is selectively connected to the counter-driven gear CG2 via the second clutch C2 and via the third brake B3 via the brake B2.
  • the sixth rotating element RE6 (R1 and R2) is connected to the differential drive gear 32, and the seventh rotating element RE7 (S1) is selectively connected to the case 12 via the first brake B1. It is connected to.
  • the power distribution mechanism 16, the automatic transmission 242 and the differential gear unit 36 of the power transmission device 240 are arranged on the first axis RC1, the second axis RC2, and the third axis RC3, which are parallel to each other.
  • Counter gear pair that acts as a transmission member CG force
  • Counter drive gear C G1 that is rotatably arranged on the first axis RC1 concentrically with the power distribution mechanism 16 and connected to the ring gear R0, and the second axis RC2 It is composed of a counter-driven gear CG 2 which is arranged on the upper side of the automatic transmission 242 so as to be rotatable concentrically and connected to the automatic transmission 242 via a first clutch C1 and a second clutch C2.
  • the axial dimension of the transmission device 240 is further shortened.
  • the power transmission device 240 in Fig. 58 described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3, Switching Even if the brake B0, the first brake Bl, and the second brake B2 are selectively engaged, the first gear (first gear) through the seventh gear (seventh gear) ! /, Shift, reverse gear (reverse gear), or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear are substantially the same as the values shown in FIG.
  • FIG. 60 shows a state in which the power transmission device 240 shown in FIG. 58, which includes the power distribution mechanism 16 and the automatic transmission 242, is connected to each gear stage based on the engagement operation table shown in FIG.
  • the other collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which is different is shown.
  • Each rotating element corresponding to the seven vertical lines Y1 to Y7 in the collinear diagram of FIG. 60 is the same as the rotating element of the collinear diagram of FIG.
  • the gear ratio ⁇ 0 of the planetary gear unit 24 of this embodiment is about “0.420”
  • the gear ratio ⁇ 1 of the planetary gear unit 26 is about “0.526”
  • the gear of the planetary gear unit 28 is The ratio ⁇ 2 is set to about “0. 480”!
  • the fourth rotating element R ⁇ 4 (S2) is selectively coupled to the counter driven gear CG2 via the first clutch C1 and 2
  • the brake 5 is selectively connected to the case 12 via ⁇ 2
  • the fifth rotating element RE5 (C Al, CA2) is selectively connected to the case 12 via the third brake B3 and the second clutch C2 is connected.
  • the sixth rotating element RE6 (Rl, R2) is connected to the differential drive gear 32
  • the seventh rotating element RE7 (S1) is connected to the case 12 via the first brake B1. Is selectively linked to
  • the explanation about the rotational speed of each gear stage output from the differential drive gear 32 is the same as the explanation of the alignment chart of FIG. To do.
  • Counter gear pair CG which functions as a transmission member, is arranged on the first axis RC1 so as to be rotatable concentrically with the power distribution mechanism 16, and is connected to the ring gear R0 and counter drive gear CG1, and the second axis.
  • a counter driven gear CG2 is arranged on RC2 so as to be rotatable concentrically with automatic transmission 24 2 and is connected to automatic transmission 242 via first clutch Cl, second clutch C2 and third clutch C3. Therefore, the axial dimension of the power transmission device 240 is further shortened.
  • Fig. 61 is a skeleton diagram showing a configuration of a power transmission device 250 according to another embodiment of the present invention
  • Fig. 62 is a collinear diagram showing the rotation speed of the rotating element.
  • the power transmission device 250 of the present embodiment is configured for an FF vehicle as in the embodiments of FIGS. 47, 51, 52, 55, 58, etc., and FIGS. 47, 51, 52
  • FIGS. 47, 51, 52 The configuration of the automatic transmission 252 is only different from the embodiment shown in FIGS. Hereinafter, the difference will be mainly described.
  • the automatic transmission 252 includes a double pinion type first planetary gear unit 26 and a single pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear Sl, a first planetary gear PI, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first sun gear via a first planetary gear PI.
  • the first ring gear R1 that meshes with SI is provided, and has a predetermined gear ratio p 1 of “0.343”, for example.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so that it can rotate and revolve, and a second sun gear S2 via the second planetary gear P2.
  • a second ring gear R2 that meshes with the gear for example, has a predetermined gear ratio p 2 of “0.309”.
  • the first sun gear S1 and the second sun gear S2 that are integrally connected to each other are selectively connected to the counter driven gear CG2 via the first clutch C1, and the second brake B2 is applied.
  • the first ring gear R1 is selectively connected to the counter driven gear CG2 via the second clutch C2 and selectively connected to the case 12 via the third brake B3.
  • the second ring gear R2 is selectively connected to the case 12 via the first brake B1, and the first carrier C is integrally connected to each other.
  • Al and the second carrier CA2 are connected to a differential drive gear 32 that functions as an output member.
  • the power transmission device 250 configured as described above has the switching clutch CO, the first clutch Cl, the second clutch C2, the switching brake BO, 1 brake Bl, 2nd brake B2, and 3rd brake B3 are selectively engaged and operated so that 1st gear (1st gear) to 7th gear (7th)
  • a reverse gear stage reverse gear stage or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear stage are substantially the same as the values shown in FIG.
  • FIG. 62 shows the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 250 including the power distribution mechanism 16 and the automatic transmission 252 of the present embodiment.
  • the collinear chart which can be represented on a straight line is shown. If the automatic transmission 252 is expressed using the alignment chart of FIG. 62, the fourth rotating element RE4 (S1 and S2) is selectively connected to the counter driven gear CG2 via the first clutch C1 and the second
  • the fifth rotating element RE5 (R1) is selectively connected to the counter-driven gear CG2 via the second clutch C2 and selectively connected to the case 12 via the third brake B3.
  • the sixth rotating element RE6 (CA1 and CA2) is connected to the differential drive gear 32, and the seventh rotating element RE7 (R2) is selectively connected to the case 12 via the first brake B1. ing.
  • the power distribution mechanism 16, the automatic transmission 252 and the differential gear device 36 of the power transmission device 250 are arranged on the first axis RC1, the second axis RC2, and the third axis RC3, which are parallel to each other.
  • Counter drive gear CG1 which is arranged concentrically with 16 and connected to the first ring gear Rl, is arranged on the second axis RC2 so as to be rotatable concentrically with the automatic transmission 252 and the first gear. Since the counter driven gear CG2 is connected to the automatic transmission 252 via the latch C1 and the second clutch C2, the axial dimension of the power transmission device 250 is further shortened.
  • the power transmission device 250 in Fig. 61 described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3,
  • the 1st gear (1st gear) to 7th gear (7th gear) can be selected by selectively engaging the switching brake B0, 1st brake Bl and 2nd brake B2.
  • Deviation, reverse gear (reverse gear), or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear are the same as the values shown in FIG.
  • a gear ratio ⁇ ( input shaft rotational speed ⁇ / output shaft rotational speed NOUT), which changes in a substantially equal ratio, is obtained for each forward gear, and a large gear ratio range is obtained.
  • FIG. 63 shows a state in which the power transmission device 250 shown in FIG. 61 configured by the power distribution mechanism 16 and the automatic transmission 252 is connected to each gear stage based on the engagement operation table shown in FIG.
  • the other collinear diagram which can represent on a straight line the relative relationship of the rotational speed of each rotation element from which is different is shown.
  • Each rotating element corresponding to the seven vertical lines Y1 to Y7 in the alignment chart of FIG. 63 is the same as the rotating element of the alignment chart of FIG.
  • the gear ratio ⁇ 0 of the planetary gear device 24 of this embodiment is about “0.420”
  • the gear ratio ⁇ 1 of the planetary gear device 26 is about “0.324”
  • the gear of the planetary gear device 28 is The ratio ⁇ 2 is set to about “0.292”!
  • the fourth rotating element R E4 (S 1, S2) is selectively coupled to the counter driven gear CG2 via the first clutch C1.
  • the second brake B2 is selectively connected to the case 12
  • the fifth rotating element RE5 (R1) is selectively connected to the case 12 via the third brake B3 and the second clutch C2 is connected.
  • the sixth rotational element RE6 (CA1, CA2) is connected to the differential drive gear 32
  • the seventh rotational element RE7 (R2) is connected to the first brake. It is selectively connected to Case 12 via a key Bl.
  • the description of the rotational speed of each gear stage output from the differential drive gear 32 is the same as the description of the alignment chart of FIG. .
  • the entire power transmission device 250 may be enlarged. An effect such as prevention is obtained.
  • the differential gear mechanism 16, the automatic transmission 252 and the differential gear device 36 of the power transmission device 250 are arranged on the first axis RC1, the second axis RC2, and the third axis RC3, which are parallel to each other.
  • Counter gear pair CG which functions as a transmission member, is arranged on the first axis RC1 so as to be rotatable concentrically with the power distribution mechanism 16, and is connected to the ring gear R0 and counter drive gear CG1, and the second axis.
  • a counter driven gear CG2 is arranged on the RC2 so as to be rotatable concentrically with the automatic transmission 252, and connected to the automatic transmission 252 via the first clutch Cl, the second clutch C2 and the third clutch C3. Therefore, the axial dimension of the power transmission device 250 is further shortened.
  • Fig. 64 is a skeleton diagram illustrating the configuration of a power transmission device 260 which is still another embodiment of the present invention
  • Fig. 65 is a collinear diagram showing the rotation speed of the rotating element.
  • the configuration of the power transmission device 260 of the present embodiment is different from that of the power transmission device 10 of FIG.
  • the automatic transmission 262 includes a single pinion type first planetary gear unit 26 and a double pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear S1, a first planetary gear PI, a first carrier CA1 that supports the first planetary gear PI so as to rotate and revolve, and a first sun gear via the first planetary gear PI.
  • a first ring gear R1 that meshes with SI is provided, and has a predetermined gear ratio p 1 of, for example, “0. 387”.
  • the second planetary gear unit 28 is composed of a second sun gear S2, a plurality of pairs of second planetary gears P2, and a second carrier CA2 that supports the second planetary gear P2 so as to be capable of rotating and revolving, and a second planetary gear.
  • a second ring gear R2 that meshes with the second sun gear S2 is provided, and has a predetermined gear ratio p 2 of, for example, “0.575”.
  • the gear ratio p 0 of the planetary gear unit 24 of the present embodiment is set to “0. 400”.
  • the first sun gear S1 constitutes the seventh rotating element RE7, is selectively connected to the transmission member 18 via the first clutch C1, and is integrally connected to each other.
  • the first carrier CA1 and the second ring gear R2 constitute the fifth rotating element RE5 and are selectively connected to the transmission member 18 via the second clutch C2 and selected to the case 12 via the second brake B2.
  • the first ring gear R1 and the second carrier CA2, which are integrally connected to each other, constitute a fourth rotating element RE4 and are selectively connected to the transmission member 18 via the third clutch C3.
  • the second sun gear S2 constitutes a sixth rotating element RE6 and is connected to the output shaft 22 through the first brake B1 and selectively connected to the case 12.
  • the power transmission device 260 configured as described above has the switching clutch C0, the first clutch Cl, the second clutch C2, the third clutch C3, as shown in the same engagement operation table as FIG. Switching brake B0, 1st brake Bl, and 2nd brake B2 are selectively engaged so that the 1st speed gear stage (1st gear stage) through 7th speed gear stage (7th speed stage)
  • the reverse gear stage (reverse gear stage) or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear stage are substantially equal to the values shown in FIG.
  • FIG. 65 shows the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 260 including the power distribution mechanism 16 and the automatic transmission 262 of the present embodiment.
  • the collinear chart which can be represented on a straight line is shown. If the automatic transmission 262 is expressed using the alignment chart of FIG. 65, the fourth rotating element RE4 (R1, CA2) is selectively connected to the transmission member 18 via the third clutch C3 and the first The fifth rotating element RE5 (CA1, R2) is selectively connected to the transmission member 18 via the second clutch C2 and also connected via the second brake B2 to the case 12 via the brake B1.
  • the sixth rotary element RE6 (S2) is selectively connected to the output shaft 22, and the seventh rotary element RE7 (S1) is selectively connected to the transmission member 18 via the first clutch C1.
  • Figure 16 Based on the combined operation table, the explanation about the rotational speed of each gear stage output from the output shaft 22 is the same as the explanation of the alignment chart of FIG.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, as in the above-described embodiment.
  • a second motor M2 and an automatic transmission (stepped transmission mechanism) 262 are provided between the transmission member 18 and the drive wheel 38, and the power distribution mechanism 16 can be operated as an electric continuously variable transmission.
  • the vehicle's power transmission device 260 which is selectively switched between a dynamic state and a constant speed state operable as a two-stage transmission, is operated as a stepped automatic transmission, 7 Since a high speed gear stage is obtained, a cross ratio in which the gear ratio change range is wide (in a wide range) and the gear ratios are close to each other can be obtained, as in the above-described embodiment. In addition, since the transmission path for directly transmitting the rotation of the input shaft (input member) 14 to which the engine 8 output is input to the automatic transmission 262 is not added, the entire power transmission device 260 is increased in size. The effect that it is prevented is obtained.
  • FIG. 66 is a skeleton diagram illustrating the configuration of a power transmission device 270 that is still another embodiment of the present invention.
  • FIG. 67 is a combination of operations of the hydraulic friction engagement device of the power transmission device 270.
  • FIG. 68 is a collinear diagram showing the relative rotational speeds of the respective speeds achieved based on the engagement operation table of FIG. 67.
  • the configuration of the power transmission device 270 of this embodiment is different from that of the power transmission device 10 of FIG.
  • the automatic transmission 272 includes a double pinion type first planetary gear unit 26 and a single pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear S1, a plurality of pairs of first planetary gears PI that intertwine with each other, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first planetary gear.
  • a first ring gear R1 that meshes with the first sun gear SI via PI is provided, and has a predetermined gear ratio p 1 of, for example, “0.587”.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, and a second sun gear S2 via a second carrier CA2 and a second planetary gear P2 that support the second planetary gear P2 so as to rotate and revolve.
  • the second ring gear R2 is compatible with the It has a predetermined gear ratio p2.
  • the gear ratio p 0 of the planetary gear unit 24 of the present embodiment is set to “0. 398”.
  • the first sun gear S1 and the second carrier CA2 that are integrally connected to each other constitute the sixth rotating element RE6, and are connected to the output shaft 22 and integrally connected to each other.
  • the first carrier CA1 and the second sun gear S2, which constitute the fourth rotating element RE4, are selectively connected to the transmission member 18 via the first clutch C1 and the case 12 via the second brake B2.
  • the first ring gear R1 constitutes the fifth rotating element RE5, is selectively connected to the transmission member 18 via the second clutch C2, and is selected to the case 12 via the third brake B3.
  • the second ring gear R2 constitutes the seventh rotating element RE7 and is selectively connected to the case 12 via the first brake B1.
  • the power distribution mechanism 16 is provided with a switching clutch CO and a switching brake B0, and either of the switching clutch CO and the switching brake B0 is engaged, so that the power distribution mechanism 16 is In addition to the continuously variable transmission state that can operate as a step transmission, it is possible to configure a constant transmission state that can operate as a single-stage or multiple-stage transmission with one or more gear ratios. Therefore, in the power transmission device 270, a stepped transmission is configured by the power distribution mechanism 16 and the automatic transmission 272 that are brought into the constant speed changing state by engaging any one of the switching clutch CO and the switching brake B0. At the same time, the power distribution mechanism 16 and the automatic transmission 272, which are brought into a continuously variable transmission state by engaging and disengaging both the switching clutch C0 and the switching brake B0, constitute a continuously variable transmission.
  • the gear ratio is changed by the engagement of the switching clutch C0, the first clutch C1, and the first brake B1.
  • the second gear which is a value smaller than the gear, for example, “1.956”, is established, and the gear ratio ⁇ 3 is set to the second gear by engaging the switching brake ⁇ 0, the second clutch C2, and the first brake B1.
  • the third speed gear stage that is smaller than the speed stage, for example, “1.399”, is established, and the gear ratio ⁇ 4 is set to the third speed gear stage by engaging the switching brake CO with the first clutch C1 and the second clutch C2.
  • a fourth speed, which is a value smaller than the first speed, for example, “1.000”, is established, and the gear ratio ⁇ 5 is set to the fourth speed by engaging the switching brake ⁇ ⁇ ⁇ ⁇ 0 with the first clutch C1 and the second clutch C2.
  • a fifth gear that is smaller than the gear, for example, “0.715” is established, and the switching clutch C0,
  • the engagement of the second clutch C2 and the second brake B2 establishes the sixth speed gear stage in which the speed ratio ⁇ 6 is smaller than the fifth speed gear stage, for example, “0.587”, and the switching brake ⁇ 0
  • the seventh speed gear stage in which the gear ratio ⁇ 7 is smaller than the sixth speed gear stage, for example, “0.420” is established.
  • the gear ratio ⁇ R is a value between the second speed gear stage and the third speed gear stage, for example, “1.419”.
  • the reverse gear for driving the engine or the reverse gear for driving the motor is established.
  • the neutral “ ⁇ ” state is set, for example, only the first clutch C1 is engaged.
  • FIG. 68 shows the relative rotational speeds of the rotating elements having different coupling states for each gear stage in the power transmission device 270 including the power distribution mechanism 16 and the automatic transmission 272 of the present embodiment.
  • the collinear diagram which can represent a relationship on a straight line is shown. If the automatic transmission 272 is expressed using the nomogram of FIG. 68, the fourth rotating element RE4 (CA1, S2) is selectively connected to the transmission member 18 via the first clutch C1 and the second The fifth rotary element RE5 (R1) is selectively connected to the transmission member 18 via the second clutch C2 and selectively connected to the case 12 via the third brake B3.
  • the sixth rotating element RE6 (S1, CA2) is connected to the output shaft 22, and the seventh rotating element RE7 (R2) is selectively connected to the case 12 via the first brake B1. Connected! /
  • the fourth rotation element RE4 of the fourth rotation element RE4 is engaged as shown in FIG. Connected to the output shaft 22 and an oblique straight line L1 passing through the intersection of the vertical line Y4 indicating the rotation speed and the horizontal line X2 and the intersection of the vertical line Y7 indicating the rotation speed of the seventh rotating element RE7 and the horizontal line XI
  • the rotation speed of the first-speed output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotation speed of the sixth rotation element RE6.
  • the rotation of the sixth rotating element RE6 connected to the diagonal straight line L2 and the output shaft 22 is determined.
  • the rotational speed of the output shaft 22 of the second speed is indicated by the intersection with the vertical line Y6 indicating the speed, and is determined by the engagement of the second clutch C2 and the first brake B1 with the switching brake B0 engaged.
  • the rotational speed of the third output shaft 22 is indicated at the intersection of the diagonal straight line L3 and the vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the output shaft 22, and the switching clutch CO is engaged.
  • the rotation speed of the sixth-speed output shaft 22 is indicated at the intersection with the vertical line Y6 indicating the rotation speed of the element RE6, and the second clutch C2 and the second brake B2 are engaged when the switching brake B0 is engaged.
  • Diagonal line L7 determined by The rotational speed of the seventh output shaft 22 is shown at the intersection with the vertical line Y6 indicating the rotational speed of the sixth rotating element RE6 connected to the force shaft 22.
  • an oblique straight line LR determined by engaging the first clutch C1 and the third brake ⁇ 3 and a vertical line ⁇ 6 indicating the rotational speed of the sixth rotating element RE 6 connected to the output shaft 22.
  • the rotational speed of the output shaft 22 of the reverse gear stage using the engine 8 as a drive source is shown.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, as in the above-described embodiment.
  • a second motor M2 and an automatic transmission (stepped transmission mechanism) 272 are provided between the transmission member 18 and the drive wheel 38, and the power distribution mechanism 16 can be operated as an electric continuously variable transmission.
  • the vehicle's power transmission device 270 which is selectively switched between a moving state and a constant transmission state operable as a two-stage transmission, is operated as a stepped automatic transmission, 7 Since a high speed gear stage is obtained, a cross ratio in which the gear ratio change range is wide (in a wide range) and the gear ratios are close to each other can be obtained, as in the above-described embodiment. In addition, since the transmission path for directly transmitting the rotation of the input shaft (input member) 14 to which the output of the engine 8 is input to the automatic transmission 272 is not added, the entire power transmission device 270 is increased in size. The effect that it is prevented is obtained.
  • FIG. 69 is a skeleton diagram illustrating a configuration of a power transmission device 280 according to another embodiment of the present invention.
  • the power transmission device 280 of the present embodiment is arranged so that the power transmission device 270 of FIG. 66 is arranged in a suitable manner for the FF (front engine 'front drive) drive system in which the dimension in the axial center direction is shortened.
  • the power distribution mechanism 16, the automatic transmission 272, and the differential gear unit 36 constituting the power transmission device 270 of the first power transmission device 270 are arranged on the first axial center RC1, the second axial center RC2, and the third axial center RC3 that are parallel to each other. 66, and only the transmission member 18 in FIG. 66 is replaced with the counter gear pair CG.
  • the combination of the gear position of the power transmission device 280 and the engagement of the hydraulic friction engagement device The collinear diagram for explaining the engagement table showing the relationship and the shift operation of the power transmission device 280 are the same as those shown in FIG. 67 and FIG. Further, the values of the gear ratios p 0, p 1, p 2 of the planetary gear devices 24, 26, and 28 and the gear ratio values of the respective gear stages are the same as those of the power transmission device 270 shown in FIGS. 66 to 68. .
  • FIG. 69 for example, as in the embodiment shown in FIG. 12, etc., the first shaft center RC 1 in which the power distribution mechanism 16, the automatic transmission 272, and the differential gear device 36 of the power transmission device 280 are parallel to each other.
  • the counter gear pair CG rotates on the first axis RC1 concentrically with the power distribution mechanism 16 in the same manner as the embodiment shown in FIG.
  • Counter drive gear CG1 that can be arranged and connected to ring gear R0, and is arranged rotatably on second axis RC2 and concentrically with automatic transmission 272 via first clutch C1 and second clutch C2.
  • a counter driven gear CG2 coupled to the automatic transmission 272, and the counter drive gear CG1 and the counter driven gear CG2 are configured by a gear pair as a pair of members that are always held together! /.
  • the power transmission device 280 of the present embodiment also has the counter gear pair CG in the power distribution mechanism 16 at a position opposite to the engine 8 with respect to the power distribution mechanism 16. Adjacent to each other.
  • the power distribution mechanism 16 is disposed between the engine 8 and the counter gear pair CG.
  • the second electric motor M2 is disposed on the first axis RC1 adjacent to the counter gear pair CG so as to be positioned between the power distribution device 16 and the counter gear pair CG, and is connected to the counter drive gear CG1.
  • the differential drive gear 32 is disposed on the opposite side of the counter gear pair CG with respect to the automatic transmission 272, that is, on the engine side.
  • the automatic transmission 272 is disposed adjacent to the counter gear pair CG so as to be positioned between the counter gear pair CG and the differential drive gear 32 (engine 8).
  • a first planetary gear unit 26 and a second planetary gear unit 28 are arranged in order from the counter gear pair CG to the differential drive gear 32.
  • the first clutch C1 and the second clutch C2 are disposed between the counter gear pair CG and the first planetary gear unit 26.
  • the power transmission device 280 of the present embodiment also includes a power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 as in the embodiments of FIGS. 1 to 68.
  • a second motor M2 and an automatic transmission (stepped transmission mechanism) 272 are installed between the transmission member 18 and the drive wheel 38, and the power distribution mechanism 16 can be operated as an electric continuously variable transmission.
  • the vehicle power transmission device 280 which is selectively switched between a stable differential state and a constant transmission state that can operate as a two-stage transmission, is connected to a stepped automatic transmission.
  • the power distribution mechanism 16 and the automatic transmission 272 are disposed on the same axis as compared with the power transmission devices 10 and 80 shown in FIG. 1 or FIG. 13, for example. Therefore, the axial dimension of the power transmission device 280 is further shortened. Therefore, it can be placed horizontally for FF vehicles and RR vehicles, where the dimensions of the power transmission device in the axial direction are generally restricted by the vehicle width, that is, the first axis RC1 and the second axis RC2 are It can be suitably used as a power transmission device that can be mounted in parallel. Also, the power distribution mechanism 16 and the automatic transmission 272
  • the dimension of the power transmission device 280 in the axial center direction is further shortened. Furthermore, since the second electric motor M2 is disposed on the first axis RC1, the dimension in the axial direction of the second axis RC2 is shortened.
  • FIG. 70 is a skeleton diagram illustrating the configuration of a power transmission device 290 which is still another embodiment of the present invention
  • FIG. 71 is a collinear diagram showing the rotational speed of the rotating element.
  • the configuration of the power transmission device 290 of the present embodiment is different from that of the power transmission device 10 of FIG.
  • the automatic transmission 292 includes a double pinion type first planetary gear unit 26 and a single pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear S1, a plurality of pairs of first planetary gears PI that intertwine with each other, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first planetary gear.
  • a first ring gear R1 that meshes with the first sun gear SI via PI is provided, and has a predetermined gear ratio p 1 of, for example, “0 ⁇ 409”.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, and a second sun gear S2 via a second carrier CA2 and a second planetary gear P2 that support the second planetary gear P2 so as to rotate and revolve.
  • the second ring gear R2 is compatible with the It has a predetermined gear ratio p2.
  • the gear ratio p 0 of the planetary gear unit 24 of the present embodiment is set to “0. 398”.
  • the first sun gear S1 and the second ring gear R2 that are integrally connected to each other constitute the seventh rotating element RE7, and selectively to the case 12 via the first brake B1.
  • the first ring gear R1 is selectively connected to the case 12 via the second brake B2, and the fifth ring 5 constitutes the fifth rotating element RE5, and is selectively connected to the transmission member 18 via the second clutch C2.
  • it is selectively connected to the case 12 via the third brake B3, and the second carrier CA2 constitutes the sixth rotating element RE6 and is connected to the output shaft 22.
  • the power transmission device 290 configured as described above includes the switching clutch C0, the first clutch Cl, the second clutch C2, the switching brake B0, the first clutch, as shown in the same engagement operation table as FIG. 1 brake Bl, 2nd brake B2, and 3rd brake B3 are selectively engaged and operated so that 1st gear (1st gear) to 7th gear (7th)
  • a reverse gear stage (reverse gear stage) or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 7 of each gear stage are substantially the same as the values shown in FIG.
  • FIG. 71 shows the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 290 including the power distribution mechanism 16 and the automatic transmission 292 of the present embodiment.
  • the collinear chart which can be represented on a straight line is shown. If the automatic transmission 292 is expressed using the nomogram of FIG. 71, the fourth rotating element RE4 (CA1, S2) is selectively coupled to the transmission member 18 via the first clutch C1 and the second The fifth rotary element RE5 (R1) is selectively connected to the transmission member 18 via the second clutch C2 and selectively connected to the case 12 via the third brake B3.
  • the sixth rotating element RE6 (CA2) is connected to the output shaft 22 and the seventh rotating element RE7 (Sl, R2) is selectively connected to the case 12 via the first brake B1.
  • CA2 sixth rotating element
  • Sl, R2 seventh rotating element
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, as in the above-described embodiment.
  • a second motor M2 and an automatic transmission (stepped transmission mechanism) 292 are provided between the transmission member 18 and the drive wheel 38, and the power distribution mechanism 16 can be operated as an electric continuously variable transmission.
  • the vehicle's power transmission device 290 which is selectively switched between a moving state and a constant transmission state operable as a two-stage transmission, is operated as a stepped automatic transmission, 7 Since a high speed gear stage is obtained, a cross ratio in which the gear ratio change range is wide (in a wide range) and the gear ratios are close to each other can be obtained, as in the above-described embodiment. In addition, since the transmission path for directly transmitting the rotation of the input shaft (input member) 14 to which the output of the engine 8 is input to the automatic transmission 292 is not added, the entire power transmission device 290 is increased in size. The effect that it is prevented is obtained.
  • Fig. 72 is a skeleton diagram illustrating a power transmission device 310 for a hybrid vehicle according to an embodiment of the present invention.
  • the power transmission device 310 is directly connected to the engine 8 or a pulsation absorbing damper (vibration damping device) (not shown) in a transmission case 12 (hereinafter referred to as case 12) as a non-rotating member attached to the vehicle body.
  • case 12 a transmission case 12
  • the power transmission mechanism 16 and the output shaft 22 are connected in series via a transmission member (transmission shaft) 18, and the automatic transmission 320 which is a stepped transmission mechanism is connected to the automatic transmission 20.
  • the output shaft 22 as the drive wheel output shaft is provided in series on a common axis.
  • the power transmission device 310 of this embodiment is suitably used for FR (front engine 'rear drive) type vehicles that are installed vertically in the vehicle, and is a pair of drive with the engine 8 as a driving force source for traveling. As shown in FIG.
  • the power is transmitted to the pair of drive wheels 38 through the differential gear device (final reduction gear) 36 and the pair of axles in order. Since power transmission device 310 is configured symmetrically with respect to its axis, the lower side is omitted in the portion representing power transmission device 310 in FIG. For each of the following examples The same is true.
  • the power distribution mechanism 16 is a differential mechanism that mechanically synthesizes or distributes the output of the engine 8 input to the input shaft 14, and outputs the output of the engine 8 to the first electric motor Ml and the transmission member 18. Or the output of the engine 8 and the output of the first motor Ml are combined and output to the transmission member 18.
  • the second electric motor M2 may be provided at any portion between the force transmission member 18 and the output shaft 22 provided to rotate integrally with the transmission member 18.
  • the first electric motor Ml and the second electric motor M2 of the present embodiment are so-called motor generators that also have a power generation function, but the first electric motor Ml includes at least a generator (power generation) function for generating a reaction force, The second electric motor M2 has at least a motor (electric motor) function for outputting driving force.
  • the power distribution mechanism 16 mainly includes, for example, a single pinion type planetary gear unit 24 having a predetermined gear ratio p0 of "0. 480", a switching clutch CO, and a switching brake B0.
  • This planetary gear device 24 has a sun gear S0, a planetary gear P0, a carrier CA0 that supports the planetary gear P0 so that it can rotate and revolve, and a ring gear R0 that meshes with the sun gear SO via the planetary gear P0. I have. If the number of teeth of the sun gear SO is ZS 0 and the number of teeth of the ring gear R0 is ZR0, the gear ratio p 0 is ZS0 / ZR0.
  • carrier CA0 is connected to input shaft 14, that is, engine 8
  • sun gear SO is connected to first electric motor Ml
  • ring gear R0 is connected to transmission member 18.
  • the switching brake B0 is provided between the sun gear SO and the transmission case 12
  • the switching clutch CO is provided between the sun gear SO and the carrier CA0.
  • the power distribution mechanism 16 electrically changes its gear ratio ⁇ 0 (the rotational speed of the input shaft 14 / the rotational speed of the transmission member 18) to the minimum value ⁇ Omin force maximum value ⁇ Omax. Differential state, for example, the gear ratio ⁇ 0 is continuously changed from the minimum value ⁇ Omin force to the maximum value ⁇ Omax. .
  • the switching brake ⁇ 0 is engaged instead of the switching clutch CO and the sun gear SO is brought into a non-differential state, which is a non-rotating state, the ring gear R0 is accelerated more than the carrier CA0. Since the engine is rotated, the power distribution mechanism 16 is brought into a constant transmission state in which the speed ratio ⁇ 0 functions as a speed increasing transmission fixed at a value smaller than “1”, for example, about “0.7”.
  • the switching clutch CO and the switching brake ⁇ 0 are different from each other in that the power distribution mechanism 16 can operate as a differential state, for example, an electric continuously variable transmission whose speed ratio can be continuously changed.
  • a non-differential state for example, an electric continuously variable transmission, and a locked state that locks a change in gear ratio by not operating a continuously variable transmission and not a variable speed operation, that is, one or two types of speed change It functions as a differential state switching device (switching device) that selectively switches to a constant transmission state that can be operated as a single-stage or multi-stage transmission.
  • switching device switching device
  • the automatic transmission 320 includes a single pinion type first planetary gear unit 26 and a single pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear S 1, a first planetary gear Pl, a first carrier CA 1 that supports the first planetary gear PI so that it can rotate and revolve, and a first planetary gear PI through a first planetary gear PI.
  • the first ring gear Rl that meshes with the sun gear SI is provided, and has a predetermined gear ratio p 1 of, for example, “0.482”.
  • the second planetary gear device 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so as to rotate and revolve, and a second planetary gear P2.
  • a second ring gear R2 that meshes with the sun gear S2 is provided, and has a predetermined gear ratio p 2 of about “0 ⁇ 450”, for example.
  • the number of teeth of the first sun gear S1 is ZS 1
  • the number of teeth of the first ring gear Rl is ZR1
  • the gear ratio p1 is ZS1 / ZR1
  • the gear ratio p2 is ZS2 / ZR2, where ZS2 is the number of teeth of the gear S2 and ZR2 is the number of teeth of the second ring gear R2.
  • first sun gear S1 is connected to transmission member 18, and first carrier CA1 and second carrier CA2 are integrally connected to form a single first clutch C1 as a clutch element.
  • first clutch C1 is selectively connected to the transmission member 18 and the first sun gear S1 via the second brake B2 and selectively connected to the case 12 via the second brake B2, so that the first ring gear R1 and the second sun gear S2 are integrated.
  • the second ring gear R2 is connected to the output shaft 22.
  • the switching clutch C0, the first clutch Cl, the switching brake B0, the first brake Bl, and the second brake B2 are hydraulic friction engagement devices that are often used in conventional automatic transmissions for vehicles.
  • this wet type multi-plate engagement device a plurality of friction plates stacked on each other are pressed by a hydraulic actuator.
  • the switching clutch C0, the first clutch Cl, the switching brake B0, and the first brake Bl , And the second brake B2 are selectively engaged and operated, the first gear (first gear) to the sixth gear (sixth gear)! /, Shift or reverse gear
  • the power distribution mechanism 16 is provided with a switching clutch CO and a switching brake B0, and either of the switching clutch CO and the switching brake B0 is engaged and operated, so that the power distribution mechanism 16 is In addition to the continuously variable transmission state that can operate as a step transmission, it is possible to configure a constant transmission state that can operate as a single-stage or multiple-stage transmission with one or more gear ratios. Therefore, in the power transmission device 310, a stepped transmission is configured by the power distribution mechanism 16 and the automatic transmission 320 that are brought into the constant speed changing state by engaging either the switching clutch CO or the switching brake B0.
  • the power distribution mechanism 16 and the automatic transmission 320 which are brought into the continuously variable transmission state by not engaging the switching clutch CO and the switching brake B0, constitute a continuously variable transmission.
  • the gear ratio ⁇ 1 may be maximized by the engagement of the switching clutch CO and the second brake B2.
  • the first speed gear stage which is “4.611” is established, and the gear ratio ⁇ 2 is smaller than the first speed gear stage by engagement of the switching brake ⁇ 0 and the second brake ⁇ 2, for example ⁇ 3.
  • the second speed gear stage is established, and the engagement of the switching clutch CO and the first brake B1 causes the gear ratio ⁇ 3 to be smaller than that of the second speed gear stage, for example, the second gear stage that is “2.121”.
  • the fourth speed gear stage in which the speed ratio ⁇ 4 is smaller than the third speed gear stage, for example, “1.433”, is established.
  • the gear ratio ⁇ 5 is the same as that of the fourth gear because of the engagement of the switching clutch CO and the first clutch C1.
  • a smaller value, for example, "1.000" is established, and the gear ratio ⁇ 6 is smaller than the fifth speed, for example, by engaging the switching brake ⁇ 0 and the first clutch C1.
  • the sixth gear that is “0. 676” is established. Further, the reverse gear for engine traveling or the reverse gear for motor traveling is established by engagement with the first brake B1 or the second brake ⁇ 2. In the neutral “ ⁇ ” state, for example, only the second brake ⁇ 2 is engaged.
  • the gear ratios of the gears adjacent to each other are changed in an equal ratio, which is ideal for a stepped gear shift.
  • the change ratio ( ⁇ 4 / ⁇ 5) of the gear ratio between the 4th speed gear stage and the 5th speed gear stage is 1.433, and the 5th speed gear stage and the 6th speed gear stage
  • the change ratio ( ⁇ 5 / ⁇ 6) of the gear ratio during this period is 1 ⁇ 480.
  • the overall gear ratio width ( ⁇ 1 / ⁇ 6) is set to a very large value of 6.824.
  • FIG. 74 shows a state in which the power transmission device 310 including the power distribution mechanism 16 that functions as a continuously variable transmission unit or a stepped transmission unit and the automatic transmission 320 that functions as a stepped variable transmission mechanism is connected to each gear step.
  • a collinear chart is shown in which the relative relationship between the rotational speeds of the different rotating elements can be represented on a straight line.
  • the collinear diagram of FIG. 74 is a two-dimensional coordinate that shows the relative relationship of the gear ratio ⁇ of each planetary gear unit 24, 26, 28 in the horizontal axis direction and the relative rotational speed in the vertical axis direction.
  • the horizontal line XI on the lower side of the horizontal axis indicates zero rotational speed
  • the upper horizontal line ⁇ 2 indicates the rotational speed “1.0”, that is, the rotational speed ⁇ of the engine 8 connected to the input shaft 14.
  • the three vertical lines Yl, ⁇ 2, and ⁇ 3 of the power distribution mechanism 16 correspond to the sun gear S0 corresponding to the first rotating element (first element) RE1 and the second rotating element (second element) RE2 in order from the left side.
  • the interval between the vertical lines Y1 and Y2 corresponds to 1
  • the interval between the vertical lines Y2 and Y3 corresponds to the gear ratio p0.
  • the four vertical lines Y4, ⁇ 5, ⁇ 6, and ⁇ 7 of the automatic speed changer 320 are connected to each other corresponding to the fourth rotating element (corresponding to the first rotating element of the present invention) RE4 in order from the left.
  • 1st ring gear R1 and 2nd sun gear S2 5th rotating element (corresponding to 2nd rotating element of the present invention) 1st carrier CA1 and 2nd carrier CA2, 6th rotating element (this book) corresponding to RE5 (Corresponding to the third rotating element of the invention)
  • the second ring gear R2 corresponding to RE6, the seventh rotating element (corresponding to the fourth rotating element of the present invention S), and the relative rotational speed of the first sun gear S1 corresponding to RE7, respectively.
  • the distance between them is determined in accordance with the gear ratios p 1 and p 2 of the first and second planetary gear units 26 and 28, respectively. That is, as shown in FIG.
  • each of the first and second planetary gear units 26 and 28 corresponds to the force between the sun gear and the carrier, and the distance between the carrier and the ring gear corresponds to p. It is supposed to be.
  • the power transmission device 310 of the present embodiment is configured so that the power distribution mechanism (continuously variable transmission portion) 16 has three rotating elements (elements) of the planetary gear device 24. Is connected to the input shaft 14 and is selectively connected to the sun gear SO, which is one of the other rotating elements, via the switching clutch CO.
  • the first rotating element RE1 (sun gear SO), which is one of the rotating elements, is connected to the first electric motor Ml and selectively connected to the case 12 via the switching brake B0, and the remaining rotating element is the third rotation.
  • the element RE3 (ring gear R0) is connected to the transmission member 18 and the second electric motor M2, and is configured to transmit (input) the rotation of the input shaft 14 to the automatic transmission 320 via the transmission member 18. Yes.
  • the relative relationship between the rotational speed of the sun gear SO and the rotational speed of the ring gear R0 is shown by an oblique line L0 passing through the intersection of Y2 and X2.
  • the fourth rotating element RE4 (R1, S2) is selectively connected to the case 12 via the first brake B1, and the fifth rotating element RE5 (CA1, CA2) is the second rotating element.
  • the sixth rotating element RE6 (R2) is connected to the output shaft 22 2 and the seventh rotating element RE7 (S 1) is directly connected to the transmission member 18 through the brake B2 and selectively connected to the case 12. ing.
  • the first clutch C1 is engaged, the first planetary gear CA1 (RE5) and the first sun gear SI (RE7), which are the two rotation elements of the first planetary gear set 26, are connected, so that the first planetary gear unit 26 is connected.
  • the rotating elements of the gear unit 26 are directly connected to each other, and the first sun gear S1, the first carrier CA1, and the first ring gear R1 are rotated.
  • the second planetary gear unit 28 includes a second sun gear S2 (RE4) connected to the first ring gear R1, which is the two rotating elements of the second planetary gear unit 28, and a second carrier CA2 (RE5) connected to the first carrier CA1. Since the second planetary gear device 28 is rotated at the same rotational speed as the device 26, the rotating elements of the second planetary gear device 28 are directly connected to each other, and the second sun gear S2, the second carrier CA2, and the second ring gear R2 are connected to the first planetary gear. Similar to device 26 It can be rotated together at the rotation speed.
  • the automatic transmission 320 of the present embodiment is not provided with an input clutch for selecting a plurality of input paths in order to realize multi-stage shifting.
  • the rotation speed of the output shaft 22 of the second speed is shown at the intersection of the first and second output shafts 22 connected to the diagonal straight line L3 determined by engaging the first brake B1 in the engaged state of the switching clutch CO. 6
  • Rotating element The rotational speed of the output shaft 22 of the third speed is indicated by the intersection with the vertical line Y6 indicating the rotational speed of RE6, and the first brake B1 is engaged when the switching brake B0 is engaged.
  • the rotational speed of the fifth output shaft 22 is indicated at the intersection with the vertical line Y6 indicating the rotational speed of the sixth rotational element RE6 connected to the force shaft 22, and the first clutch C1 is engaged when the switching brake B0 is engaged.
  • the rotation speed of the 6th speed output shaft 22 is shown at the intersection of the horizontal straight line L6 determined by the engagement and the vertical line Y6 indicating the rotation speed of the 6th rotation element RE6 connected to the output shaft 22. It is.
  • the transmission member 18 is reversed in the power distribution mechanism 16. For example, by stopping the rotation of engine 8 and reversing the second motor M2, the rotational speed of each rotating element becomes an oblique straight line LR shown by the solid line in FIG. 3, and the first ring gear R1 and its first ring gear R1 The connected transmission member 18 is reversed.
  • the rotational speed of the engine 8 is adjusted so that the first motor Ml rotates the transmission member 18 in the reverse direction. If the rotation speed is sufficiently high, the rotation speed of each rotation element becomes an oblique straight line LR shown by the broken line in FIG. 74, and the transmission member 18 is reversed.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, and the transmission member 18 and the drive wheel 38 are connected to each other.
  • a second electric motor M2 and an automatic transmission (stepped transmission mechanism) 20 are installed between them, and the power distribution mechanism 16 can operate as an electric continuously variable transmission and can operate as a two-stage transmission.
  • the vehicle power transmission device 310 which is selectively switched to a stable constant speed state, is operated as a stepped automatic transmission, a six-speed gear stage can be obtained.
  • a cross ratio with a wide change range (wide range) and close gear ratios can be obtained.
  • the power distribution mechanism 16 that switches between the two speeds is used in a constant speed state that operates as a two-speed transmission, so that the size can be reduced without increasing the number of parts.
  • a multi-stage transmission can be configured.
  • power transmission device 310 is configured to be a single-layer compact.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first motor Ml and the transmission member 18 is provided, and the transmission member 18
  • the second electric motor M2 and the automatic transmission 320 are provided between the motor and the drive wheel 38, and the differential state in which the power distribution mechanism 16 can be operated as an electric continuously variable transmission and a two-stage transmission.
  • the vehicle power transmission device 310 which is selectively switched to an operable constant speed change state, is operated as a stepped automatic transmission, six friction gears are Since the gear stage is obtained, the configuration is relatively simple.
  • the automatic transmission (stepped transmission mechanism) 320 is configured by the two sets of planetary gear units 26 and 28, and the power having two shift stages. In combination with the distribution mechanism 16, a 6-speed gear stage can be obtained with a small number of planetary gear units.
  • the power distribution mechanism 16 is constituted by one planetary gear device 24, the axial dimension of the power distribution mechanism 16 is reduced and the power distribution mechanism 16 is simplified. Configured.
  • the planetary gear unit 24 is composed of a single pinion type planetary gear unit, so that it is further downsized and easily configured.
  • the power distribution mechanism 16 reversely rotates the transmission member 18 to establish the reverse gear position.
  • the reverse brake element or the like which is normally required to form reverse rotation in the machine 320, can be omitted, and the power transmission device 310 can be downsized.
  • the reverse transmission gear 18 is reversed by the second electric motor M2 at the time of reverse shift, so that when the transmission member 18 is reversed by the engine 8, The high speed rotation of the first motor Ml that occurs can be avoided.
  • the power distribution mechanism 16 is operated as an electric continuously variable transmission in the differential state, and therefore the gear ratio is continuously changed electrically. It is possible to improve the fuel efficiency of the vehicle by driving at a suitable gear ratio.
  • FIG. 75 is a skeleton diagram showing a power transmission device 380 of another embodiment of the present invention
  • FIG. 76 is a collinear diagram showing the rotational speed of the rotating element.
  • the power transmission device 380 of the present embodiment is different from the embodiment of FIGS. 72 to 74 only in the configuration of the automatic transmission 382. Hereinafter, the difference will be mainly described.
  • the automatic transmission 382 includes a single pinion type first planetary gear unit 26 and a double pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear Sl, a first planetary gear PI, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first sun gear via a first planetary gear PI.
  • the first ring gear R1 that meshes with SI is provided, and has a predetermined gear ratio p 1 of, for example, “0. 450”.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so that it can rotate and revolve, and a second sun gear S2 via the second planetary gear P2.
  • the first A two-ring gear R2 is provided, and has a predetermined gear ratio p2 of, for example, “0.472”.
  • the first sun gear S1 and the second carrier CA2 which are integrally connected to each other, are selected as the transmission member 18 and the second sun gear S2 through the single first clutch C1 as the clutch elements.
  • the first carrier CA1 is selectively connected to the case 12 via the second brake B2, and is integrally connected to each other.
  • the first ring gear R1 and the second ring gear R2 are connected to the output shaft 22, and the second sun gear S2 is directly connected to the transmission member 18.
  • FIG. 76 shows the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 80 including the power distribution mechanism 16 and the automatic transmission 382 of the present embodiment.
  • the collinear chart which can be represented on a straight line is shown.
  • the three vertical lines Yl, ⁇ 2, and ⁇ 3 of the power distribution mechanism 16 are the sun gear S0 corresponding to the first rotating element (first element) RE1 and the second rotating element (second Element) Carrier CA0 corresponding to RE2 and third rotational element (third element)
  • the relative rotational speed of the ring gear R0 corresponding to RE3.
  • the distance between them corresponds to the gear ratio p 1 of the planetary gear unit 24. It is determined.
  • the four vertical lines Y4, ⁇ 5, ⁇ 6, and ⁇ 7 of the automatic transmission 382 are connected to the first sun gear S1 and the second carrier CA2, the fifth carrier connected to the fourth rotating element RE4 in order from the left.
  • the first carrier CA1 corresponding to the rotating element RE 5 the first ring gear R1 and the second ring gear R2 connected to each other corresponding to the sixth rotating element RE6, and the second sun gear S 2 corresponding to the seventh rotating element RE7, respectively.
  • the distance between them is the gears of the first and second planetary gear units 26 and 28. It is determined according to the ratios pl and p2.
  • the fourth rotating element RE4 (S1, CA2) is transmitted via the first clutch C1 to the transmission member 18 and the seventh rotating element RE7.
  • (S2) is selectively connected to the case 12 via the first brake B1
  • the fifth rotating element RE5 (CA1) is selectively connected to the case 12 via the second brake B2.
  • the sixth rotating element RE6 (R1, R2) is connected to the output shaft 22, and the seventh rotating element RE7 (S2) is always connected to the transmission member 18.
  • the second sun gear S2 (RE7) and the second carrier (RE4) which are the two rotation elements of the second planetary gear device 28, are connected, so that the second The rotating elements of the planetary gear unit 28 are directly connected to each other, and the second sun gear S2, the second carrier CA2, and the second ring gear R2 are rotated.
  • the first sun gear SI (RE4) connected to the second carrier CA2, which is the two rotation element of the first planetary gear unit 26, and the first ring gear Rl (R E6) connected to the second ring gear R2 2 Since the planetary gear unit 28 is rotated at the same rotational speed, the rotating elements of the first planetary gear unit 26 are directly connected to each other, and the first sun gear Sl, the first carrier CA1, and the first ring gear R1 are The second planetary gear unit 28 can be integrally rotated at the same rotational speed. That is, by engaging the first clutch C1, the first planetary gear device 26 and the second planetary gear device 28 are integrally rotated at the same rotational speed as that of the transmission member 18.
  • the automatic transmission 382 of the present embodiment is not provided with an input clutch for selecting a plurality of input paths in order to realize multi-stage shifting. Note that the description of the rotational speed output from the output shaft 22 at each shift stage is the same as the description of the alignment chart of FIG.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, as in the above-described embodiment.
  • a second electric motor M2 and an automatic transmission (stepped transmission mechanism) 382 are provided between the transmission member 18 and the drive wheel 38, and the power distribution mechanism 16 can operate as an electric continuously variable transmission.
  • the vehicle power transmission device 380 which is selectively switched between a dynamic state and a constant speed state that can operate as a two-stage transmission, is operated as a stepped automatic transmission, 6
  • a wide ratio of change in gear ratio makes the gear ratio close to each other!
  • the power distribution mechanism 16 that switches between the two gears is used in a constant gear that operates as a two-speed transmission. Therefore, it is compact without increasing the number of parts.
  • a multi-stage transmission can be configured.
  • the power transmission device 380 is configured to be a single layer compact.
  • FIG. 77 is a skeleton diagram showing a power transmission device 390 according to another embodiment of the present invention
  • FIG. 78 is a collinear diagram showing the rotational speed of the rotating element.
  • the power transmission device 390 of this embodiment is different from the embodiment of FIGS. 72 to 74 only in the configuration of the automatic transmission 392. Hereinafter, the difference will be mainly described.
  • the automatic transmission 392 includes a double pinion type first planetary gear unit 26 and a single pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear Sl, a first planetary gear PI, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first sun gear via a first planetary gear PI.
  • the first ring gear R1 that meshes with SI is provided, and has a predetermined gear ratio p 1 of, for example, “0.325”.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so that it can rotate and revolve, and a second sun gear S2 via the second planetary gear P2. And a second ring gear R2 that meshes with each other, for example, has a predetermined gear ratio ⁇ 2 of about “0.450”.
  • the first sun gear S1 is directly connected to the transmission member 18, and the first carrier CA1 and the second sun gear S2 that are integrally connected to each other are a single first clutch as a clutch element.
  • a first ring gear R1 that is selectively connected to the transmission member 18 and the first sun gear S1 via C1 and selectively connected to the case 12 via the first brake B1 and integrally connected to each other.
  • the second carrier CA2 is selectively connected to the case 12 via the second brake B2, and the second ring gear R2 is connected to the output shaft 22.
  • the power transmission device 390 configured as described above has the switching clutch C0, the first clutch Cl, the switching brake B0, the first brake Bl,
  • FIG. 78 shows the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 390 including the power distribution mechanism 16 and the automatic transmission 392 of the present embodiment.
  • the collinear chart which can be represented on a straight line is shown.
  • the three vertical lines Yl, ⁇ 2, and ⁇ 3 of the power distribution mechanism 16 are the sun gear S0 corresponding to the first rotating element (first element) RE1 and the second rotating element (second Element) Carrier CA0 corresponding to RE2 and third rotational element (third element)
  • the relative rotational speed of the ring gear R0 corresponding to RE3.
  • the distance between them corresponds to the gear ratio p 1 of the planetary gear unit 24. It is determined.
  • the four vertical lines Y4, ⁇ 5, ⁇ 6, and ⁇ 7 of the automatic transmission 392 are connected to the first carrier CA1 and the second sun gear S2, which are connected to the fourth rotating element RE4 in order from the left.
  • the first ring gear R1 and the second carrier CA2 connected to the rotating element RE 5 and the second ring gear R2 corresponding to the sixth rotating element RE6 and the first sun gear S 1 corresponding to the seventh rotating element RE7, respectively.
  • These intervals are determined according to the gear ratios p 1 and p 2 of the first and second planetary gear units 26 and 28, respectively.
  • the fourth rotating element RE4 (C Al, S2) is transmitted via the first clutch CI to the transmission member 18 and the seventh rotating element RE7.
  • (SI) is selectively connected to the case 12 via the first brake B1
  • the fifth rotating element RE5 (R1, CA2) is selected to the case 12 via the second brake B2.
  • the sixth rotating element RE6 (R2) is connected to the output shaft 22, and the seventh rotating element RE7 (S1) is connected to the transmission member 18.
  • the first sun gear SI (RE7) and the first carrier CA1 (RE4) which are the two rotation elements of the first planetary gear device 26, are connected, so that the first The rotating elements of the planetary gear unit 26 are directly connected to each other, and the first sun gear Sl, the first carrier CA1, and the first ring gear R1 are rotated. Also connected to the first carrier CAl which is the two rotation elements of the second planetary gear unit 28! /, Connected to the second sun gear S2 (RE4) and the first ring gear R1!
  • the second carrier CA2 (RE 5) is rotated at the same rotational speed as the first planetary gear unit 26, so that the rotational elements of the second planetary gear unit 28 are directly connected to each other, and the second sun gear S2, the second carrier CA2, and the second planetary gear unit
  • the ring gear R2 is integrally rotated at the same rotational speed as that of the first planetary gear unit 26. That is, by engaging the first clutch C1, the first planetary gear device 26 and the second planetary gear device 28 are integrally rotated at the same rotational speed as that of the transmission member 18.
  • the automatic transmission 392 of the present embodiment is not provided with an input clutch for selecting a plurality of input paths in order to realize multi-stage shifting.
  • the automatic transmission 392 of the present embodiment is not provided with an input clutch for selecting a plurality of input paths in order to realize multi-stage shifting. Note that the description of the rotational speed output from the output shaft 22 at each shift stage is the same as the description of the alignment chart of FIG.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, as in the above-described embodiment.
  • a second motor M2 and an automatic transmission (stepped transmission mechanism) 392 are provided between the transmission member 18 and the drive wheel 38, and the power distribution mechanism 16 can be operated as an electric continuously variable transmission.
  • the vehicle's power transmission device 390 which is selectively switched between a moving state and a constant transmission state operable as a two-stage transmission, is operated as a stepped automatic transmission, 6
  • the speed ratio change range is wide (in a wide range) and the gear ratios are close to each other! It is done.
  • the power distribution mechanism 16 that switches between the two gears is used in a constant gear that operates as a two-speed transmission. Therefore, it is compact without increasing the number of parts.
  • a multi-stage transmission can be configured.
  • the power transmission device 390 is configured to be a single-layer compact.
  • FIG. 79 is a skeleton diagram showing a power transmission device 400 according to another embodiment of the present invention
  • FIG. 80 is a collinear diagram showing the rotational speed of the rotating element.
  • the power transmission device 400 of this embodiment is shown in FIG. 72 to FIG. 74, only the configuration of the automatic transmission 402 is different. Hereinafter, the difference will be mainly described.
  • the automatic transmission 402 includes a single pinion type first planetary gear unit 26 and a double pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear Sl, a first planetary gear PI, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first sun gear via a first planetary gear PI.
  • the first ring gear R1 that meshes with SI is provided, and has a predetermined gear ratio p 1 of, for example, “0. 450”.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so that it can rotate and revolve, and a second sun gear S2 via the second planetary gear P2.
  • a second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio ⁇ 2 of about “0.528”, for example.
  • the first sun gear S1 and the second sun gear S2 which are integrally connected to each other, are selected as the clutch member 18 and the second carrier CA2 through the single first clutch C1.
  • Connected to the case 12 via the first brake B1 and the first carrier CA1 is selectively connected to the case 12 via the second brake B2 and connected together.
  • the first ring gear R1 and the second ring gear R2 are connected to the output shaft 22, and the second carrier CA2 is directly connected to the transmission member 18.
  • Fig. 80 shows the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 400 including the power distribution mechanism 16 and the automatic transmission 402 of the present embodiment.
  • the collinear chart which can be represented on a straight line is shown.
  • Power distribution mechanism 16 3 vertical Lines Yl, ⁇ 2, and ⁇ 3 are the sun gear S0 corresponding to the first rotating element (first element) RE1, and the carrier CA0 corresponding to the second rotating element (second element) RE2, in order from the left, as in the previous embodiment.
  • the third rotational element (third element) indicates the relative rotational speed of the ring gear R0 corresponding to RE3, and the interval between them is determined according to the gear ratio p 1 of the planetary gear unit 24.
  • the four vertical lines Y4, ⁇ 5, ⁇ 6, and ⁇ 7 of the automatic transmission 402 are connected to the first sun gear S1, the second sun gear S2, and the fifth sun gear that correspond to the fourth rotating element RE4 in order from the left.
  • the first carrier CA1 corresponding to the rotating element RE5, the first ring gear R1 and the second ring gear R2 connected to each other corresponding to the sixth rotating element RE6, and the second carrier CA2 corresponding to the seventh rotating element RE7 are shown, respectively. The distance between them is determined according to the gear ratios 1 and 2 of the first and second planetary gear units 26 and 28, respectively.
  • the fourth rotating element RE4 (S1, S2) is transferred to the transmission member 18 and the seventh rotating element RE7 (CA2) via the first clutch C1. And is selectively connected to the case 12 via the first brake B1, and the fifth rotating element RE5 (CA1) is selectively connected to the case 12 via the second brake B2.
  • the sixth rotating element RE6 (R1, R2) is connected to the output shaft 22, and the seventh rotating element RE7 (CA22) is always connected to the transmission member 18.
  • the second sun gear S2 (RE4) and the second carrier CA2 (RE7) which are the two rotating elements of the second planetary gear device 28, are connected, so that the second The rotating elements of the planetary gear unit 28 are directly connected to each other, and the second sun gear S2, the second carrier CA2, and the second ring gear R2 are rotated.
  • the first sun gear SI (RE4) connected to the second sun gear S2, which is the two rotation element of the first planetary gear set 26, and the first ring gear Rl (RE6) connected to the second ring gear R2 are the first.
  • the two planetary gear units 28 are rotated at the same rotational speed, the rotating elements of the first planetary gear unit 26 are directly connected to each other, and the first sun gear S l, the first carrier C Al, and the first ring gear Rl are 2
  • the planetary gear unit 28 can be rotated together at the same rotational speed. That is, by engaging the first clutch C 1, the first planetary gear device 26 and the second planetary gear device 28 are integrally rotated at the same rotational speed as that of the transmission member 18.
  • the automatic transmission 402 of the present embodiment is not provided with an input clutch for selecting a plurality of input paths in order to realize multi-stage shifting. Output at each gear stage Since the explanation about the rotation speed output from the shaft 22 is the same as the explanation of the nomograph of FIG. 74, the explanation is omitted.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, as in the above-described embodiment.
  • a second motor M2 and an automatic transmission (stepped transmission mechanism) 402 are provided between the transmission member 18 and the drive wheel 38, and the power distribution mechanism 16 can be operated as an electric continuously variable transmission.
  • the vehicle's power transmission device 400 which is selectively switched between a moving state and a constant transmission state operable as a two-stage transmission, is operated as a stepped automatic transmission, 6
  • the speed ratio change range is wide (in a wide range) and the gear ratios are close to each other! It is done.
  • the power distribution mechanism 16 that switches between the two gears is used in a constant gear that operates as a two-speed transmission. Therefore, it is compact without increasing the number of parts.
  • a multi-stage transmission can be configured.
  • the power transmission device 400 is configured to be a single-layer compact.
  • FIG. 81 is a skeleton diagram showing a power transmission device 410 according to another embodiment of the present invention
  • FIG. 82 is a collinear diagram showing the rotational speed of the rotating element.
  • the power transmission device 410 of this embodiment is different from the embodiment of FIGS. 72 to 74 only in the configuration of the automatic transmission 412. Hereinafter, the difference will be mainly described.
  • the automatic transmission 412 includes a single pinion type first planetary gear unit 26 and a double pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear Sl, a first planetary gear PI, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first sun gear via a first planetary gear PI.
  • a first ring gear R1 that meshes with SI is provided, and has a predetermined gear ratio p 1 of “0.482”, for example.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so that it can rotate and revolve, and a second sun gear S2 via the second planetary gear P2.
  • a second ring gear R2 that meshes with the gear, for example, has a predetermined gear ratio p 2 of about “0.310”.
  • the first sun gear S1 is directly connected to the transmission member 18, and the first carrier CA1 and the second ring gear R2 that are integrally connected to each other are a single first clutch gear element.
  • the first ring gear which is selectively connected to the transmission member 18 and the first sun gear S 1 via the clutch C 1 and is selectively connected to the case 12 via the second brake B 2 and integrally connected to each other.
  • R1 and the second sun gear S2 are selectively connected to the case 12 via the first brake B1, and the second carrier CA2 is connected to the output shaft 22.
  • FIG. 82 shows the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 410 including the power distribution mechanism 16 and the automatic transmission 412 of the present embodiment.
  • the collinear chart which can be represented on a straight line is shown.
  • the three vertical lines Yl, ⁇ 2, and ⁇ 3 of the power distribution mechanism 16 are the sun gear S0 corresponding to the first rotating element (first element) RE1 and the second rotating element (second Element) Carrier CA0 corresponding to RE2 and third rotational element (third element)
  • the relative rotational speed of the ring gear R0 corresponding to RE3.
  • the distance between them corresponds to the gear ratio p 1 of the planetary gear unit 24. It is determined.
  • the four vertical lines Y4, ⁇ 5, ⁇ 6, and ⁇ 7 of the automatic transmission 412 are connected to the first ring gear R1 and the second sun gear S2 and the fifth sun gear S2 that are connected to the fourth rotating element RE4 in order from the left.
  • the first carrier CA1 and the second ring gear R2 connected to the rotating element RE 5 and the second carrier CA2 corresponding to the sixth rotating element RE6, and the first sun gear S 1 corresponding to the seventh rotating element RE7, respectively. These intervals are determined in accordance with the gear ratios pl and p 2 of the first and second planetary gear units 26 and 28, respectively. If the automatic transmission 412 is expressed using the alignment chart of FIG.
  • the fourth rotating element RE4 (R1, S2) is selectively connected to the case 12 via the first brake B1
  • the fifth rotating element RE 5 (CA1, R2) is selectively connected to the case 12 via the second brake B2
  • the sixth rotating element RE6 (CA2) is connected to the output shaft 22, and the seventh rotating element RE7 (S 1) is coupled to the transmission member 18.
  • the first clutch C1 is engaged
  • the first planetary gear device 26, which is the two rotation elements, the first carrier CA1 (RE5) and the first sun gear SI (RE7) are connected to each other, so that the first planetary gear device 26 is connected.
  • the rotating elements of the gear device 26 are directly connected to each other, and the first sun gear Sl, the first carrier CA1, and the first ring gear R1 are rotated.
  • the second planetary gear unit 28 includes a second sun gear S2 (RE4) connected to the first ring gear R1, which is the two rotating elements of the second planetary gear device 28, and a second ring gear R2 (RE5) connected to the first carrier CA1. Since the second planetary gear unit 28 is rotated at the same rotational speed as the gear unit 26, the rotating elements of the second planetary gear unit 28 are directly connected to each other, and the second sun gear S2, the second carrier CA2, and the second ring gear R2 are connected to the first planetary gear. It is integrally rotated at the same rotational speed as the gear unit 26.
  • a second sun gear S2 (RE4) connected to the first ring gear R1, which is the two rotating elements of the second planetary gear device 28, and a second ring gear R2 (RE5) connected to the first carrier CA1. Since the second planetary gear unit 28 is rotated at the same rotational speed as the gear unit 26, the rotating elements of the second planetary gear unit 28 are directly connected to each other, and the second sun gear S2, the second carrier CA2, and
  • the automatic transmission 412 of this embodiment is not provided with an input clutch for selecting a plurality of input paths in order to realize multi-stage shifting. Note that the description of the rotational speed output from the output shaft 22 at each gear stage is the same as the description of the alignment chart of FIG.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, as in the above-described embodiment.
  • a second motor M2 and an automatic transmission (stepped transmission mechanism) 412 are provided between the transmission member 18 and the drive wheel 38, and the power distribution mechanism 16 can be operated as an electric continuously variable transmission.
  • the vehicle's power transmission device 410 which is selectively switched between a dynamic state and a constant speed state operable as a two-stage transmission, is operated as a stepped automatic transmission, 6
  • the speed ratio change range is wide (in a wide range) and the gear ratios are close to each other! It is done.
  • the power distribution mechanism 16 that switches between the two gears in the constant gear shift state that operates as a two gear transmission is also used.
  • a compact multi-stage transmission can be configured without increasing the number.
  • the power transmission device 410 is configured to be a single-layer compact.
  • FIG. 83 is a skeleton diagram showing a power transmission device 420 according to another embodiment of the present invention
  • FIG. 84 is a collinear diagram showing the rotational speed of the rotating element.
  • the power transmission device 120 of the present embodiment is different from the embodiment of FIGS. 72 to 74 only in the configuration of the automatic transmission 422. Hereinafter, the difference will be mainly described.
  • the automatic transmission 422 is provided with a single pinion type first planetary gear unit 26 and a double pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear Sl, a first planetary gear PI, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first sun gear via a first planetary gear PI.
  • a first ring gear R1 that meshes with SI is provided, and has a predetermined gear ratio p 1 of “0.482”, for example.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so that it can rotate and revolve, and a second sun gear S2 via the second planetary gear P2.
  • a second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio ⁇ 2 of about “0.528”, for example.
  • the first sun gear S1 and the second carrier CA2 that are integrally connected to each other are connected to the transmission member 18, and the first carrier CA1 has a single first clutch C1 as a clutch element.
  • first ring gear R1 and the first sun gear S1 that are selectively connected to the case 12 via the second brake B2 and connected to the case 12 through the second brake B2.
  • the second sun gear S2 is selectively connected to the case 12 via the first brake B1, and the second ring gear R2 is connected to the output shaft 22.
  • the power transmission device 420 configured as described above has the switching clutch C0, the first clutch C1, the switching brake B0, the first brake Bl, and When the second brake B2 is selectively engaged, either the first gear (first gear) to the sixth gear (sixth gear), the reverse gear (reverse gear) Stage) or neutral is selectively established, and the gear ratios ⁇ 1 to ⁇ 6 of each gear stage are determined.
  • Fig. 84 shows the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 420 including the power distribution mechanism 16 and the automatic transmission 422 of the present embodiment.
  • the collinear chart which can be represented on a straight line is shown.
  • the three vertical lines Yl, ⁇ 2, and ⁇ 3 of the power distribution mechanism 16 are the sun gear S0 corresponding to the first rotating element (first element) RE1 and the second rotating element (second Element) Carrier CA0 corresponding to RE2 and third rotational element (third element)
  • the relative rotational speed of the ring gear R0 corresponding to RE3.
  • the distance between them corresponds to the gear ratio p 1 of the planetary gear unit 24. It is determined.
  • the four vertical lines Y4, ⁇ 5, ⁇ 6, and ⁇ 7 of the automatic transmission 422 are connected to the first ring gear R1 and the second sun gear S2 that are connected to the fourth rotating element RE4 corresponding to the fourth rotating element RE4 in order from the left.
  • 1st sun gear S1 and 2nd carrier CA2 corresponding to 7th rotating element RE7 are shown respectively. The distance between them is determined according to the gear ratios 1 and 2 of the first and second planetary gear units 26 and 28, respectively.
  • the fourth rotating element RE4 (R1, S2) is selectively connected to the case 12 via the first brake B1
  • the fifth rotating element RE 5 (CA1) is selectively connected to the case 12 via the second brake B2
  • the sixth rotating element R E6 (R2) is connected to the output shaft 22, and the seventh rotating element RE7 (S1 CA2) is always connected to the transmission member 18.
  • the first clutch C1 is engaged
  • the first planetary gear device 26, which is the two rotation elements of the first planetary gear device 26 is connected to the first carrier CA1 (RE5) and the first sun gear SI (RE7).
  • the rotating elements of the gear unit 26 are directly connected to each other, and the first sun gear Sl, the first carrier CA1, and the first ring gear R1 are rotated.
  • the second sun gear S2 (RE4) connected to the first ring gear R1, which is the two rotation element of the second planetary gear set 28, and the second carrier CA2 (RE7) connected to the first sun gear S1 are also connected to the first planetary gear. Since the second planetary gear device 28 is rotated at the same rotational speed as the gear device 26, the rotating elements of the second planetary gear device 28 are directly connected to each other, and the second sun gear S2, the second carrier CA2, and the second ring gear R2 are in the first idle gear. It can be rotated together at the same rotational speed as the star gear unit 26.
  • the automatic transmission 422 of the present embodiment is not provided with an input clutch for selecting a plurality of input paths in order to realize multi-stage shifting. Note that the description of the rotational speed output from the output shaft 22 at each gear stage is the same as the description of the alignment chart of FIG.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, as in the above-described embodiment.
  • a second motor M2 and an automatic transmission (stepped transmission mechanism) 422 are provided between the transmission member 18 and the drive wheel 38, and the power distribution mechanism 16 can be operated as an electric continuously variable transmission.
  • the vehicle's power transmission device 420 which is selectively switched between a moving state and a constant transmission state operable as a two-stage transmission, is operated as a stepped automatic transmission, 6
  • the speed ratio change range is wide (in a wide range) and the gear ratios are close to each other! It is done.
  • the power distribution mechanism 16 that switches between the two gears is used in a constant gear that operates as a two-speed transmission. Therefore, it is compact without increasing the number of parts.
  • a multi-stage transmission can be configured.
  • the power transmission device 420 is configured to be a single-layer compact.
  • FIG. 85 is a skeleton diagram showing a power transmission device 430 according to another embodiment of the present invention
  • FIG. 86 is a collinear diagram showing the rotational speed of the rotating element.
  • the power transmission device 430 of this embodiment is different from the embodiment of FIGS. 72 to 74 only in the configuration of the automatic transmission 432. Hereinafter, the difference will be mainly described.
  • the automatic transmission 432 includes a single pinion type first planetary gear unit 26 and a double pinion type second planetary gear unit 28.
  • the first planetary gear unit 26 includes a first sun gear Sl, a first planetary gear PI, a first carrier CA1 that supports the first planetary gear PI so that it can rotate and revolve, and a first sun gear via a first planetary gear PI. Equipped with first ring gear R1 compatible with SI For example, it has a predetermined gear ratio p 1 of “0.482”.
  • the second planetary gear unit 28 includes a second sun gear S2, a second planetary gear P2, a second carrier CA2 that supports the second planetary gear P2 so that it can rotate and revolve, and a second sun gear S2 via the second planetary gear P2.
  • a second ring gear R2 that meshes with the second gear R2 and has a predetermined gear ratio ⁇ 2 of, for example, “0.472”.
  • the first sun gear S1 and the second sun gear S2 that are integrally connected to each other are connected to the transmission member 18, and the first carrier CA1 has a single first clutch C1 as a clutch element.
  • the first ring gear R1 and the second ring gear R1, which are selectively connected to the transmission member 18 and the first sun gear S1 and selectively connected to the case 12 via the second brake B2, are integrally connected to each other.
  • the carrier CA2 is selectively connected to the case 12 via the first brake B1, and the second ring gear R2 is connected to the output shaft 22! /.
  • Fig. 86 shows the relative relationship between the rotational speeds of the rotating elements having different connection states for each gear stage in the power transmission device 430 including the power distribution mechanism 16 and the automatic transmission 432 according to the present embodiment.
  • the collinear chart which can be represented on a straight line is shown.
  • the three vertical lines Yl, ⁇ 2, and ⁇ 3 of the power distribution mechanism 16 are the sun gear S0 corresponding to the first rotating element (first element) RE1 and the second rotating element (second Element) Carrier CA0 corresponding to RE2 and third rotational element (third element)
  • the relative rotational speed of the ring gear R0 corresponding to RE3.
  • the distance between them corresponds to the gear ratio p 1 of the planetary gear unit 24. It is determined.
  • the four vertical lines Y4, ⁇ 5, ⁇ 6, and ⁇ 7 of the automatic transmission 432 are connected to the first ring gear R1 and the second carrier CA2, the fifth carrier connected to the fourth rotating element RE4 in order from the left.
  • the first sun gear SI and the second sun gear S2 that are connected to each other corresponding to the seventh rotating element RE7 are shown, respectively, and the distance between them is the gear ratio p 1 of the first and second planetary gear units 26, 28. , P 2 is determined respectively.
  • the fourth rotating element RE4 (R1, CA2) is selectively connected to the case 12 via the first brake B1
  • the fifth rotating element R E5 (CA1) is selectively connected to the case 12 via the second brake B2
  • the sixth rotating element RE6 (R2) is connected to the output shaft 22, and the seventh rotating element RE7 (S l , S2) is always connected to the transmission member 18.
  • the first clutch C1 is engaged
  • the first planetary gear device 26 which is the two rotation elements of the first planetary gear device 26, is connected to the first carrier CA1 (RE5) and the first sun gear SI (RE7).
  • the rotating elements of the gear unit 26 are directly connected to each other, and the first sun gear Sl, the first carrier CA1, and the first ring gear R1 are rotated.
  • the second planetary gear CA2 (RE4) connected to the first ring gear R1, which is the two rotation elements of the second planetary gear set 28, and the second sun gear S2 (RE7) connected to the first sun gear S1 are connected to the first planetary gear device 28. Since the second planetary gear unit 28 is rotated at the same rotational speed as the gear unit 26, the rotating elements of the second planetary gear unit 28 are directly connected to each other, and the second sun gear S2, the second carrier CA2, and the second ring gear R2 are connected to the first planetary gear. It is integrally rotated at the same rotational speed as the gear unit 26.
  • the automatic transmission 432 of the present embodiment is not provided with an input clutch for selecting a plurality of input paths in order to realize a multi-stage shift. Note that the description of the rotational speed output from the output shaft 22 at each gear stage is the same as the description of the alignment chart of FIG.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the transmission member 18 is provided, as in the above-described embodiment.
  • a second motor M2 and an automatic transmission (stepped transmission mechanism) 432 are provided between the transmission member 18 and the drive wheel 38, and the power distribution mechanism 16 can be operated as an electric continuously variable transmission. If the vehicle's power transmission device 430, which is selectively switched between a dynamic state and a constant transmission state operable as a two-stage transmission, is operated as a stepped automatic transmission, 6
  • a wide ratio of change in gear ratio makes the gear ratio close to each other!
  • the power distribution mechanism 16 that switches between the two gears is used in a constant gear that operates as a two-speed transmission. Therefore, it is compact without increasing the number of parts.
  • a multi-stage transmission can be configured.
  • the clutch element necessary for selecting the input member to the automatic transmission 432 is unnecessary in the prior art, the power transmission device 430 is configured to be a single-layer compact.
  • Fig. 87 is a skeleton diagram illustrating the configuration of a power transmission device 440 according to another embodiment of the present invention.
  • the power transmission device 440 of the present embodiment is arranged so that the power transmission device 430 in FIG. 85 is arranged in a suitable manner for the FF (front engine 'front drive) drive system in which the dimension in the axial center direction is shortened.
  • the power distribution mechanism 16, the automatic transmission 432, and the differential gear unit 36 constituting the power transmission device 430 of the first power transmission device 430 are arranged on the first axis RC1, the second axis RC2, and the third axis RC3 that are parallel to each other.
  • 85, and the transmission member 18 in FIG. 85 is simply replaced with the counter gear pair CG.
  • the power distribution mechanism 16, the automatic transmission 432, and the differential gear unit 36 of the power transmission device 440 are parallel to each other on the first axis RC1, the second axis RC2, and the third axis RC3.
  • the counter gear pair CG is also arranged on the first axis RC1 so as to be rotatable concentrically with the power distribution mechanism 16 and connected to the ring gear R0, and the second axis.
  • the RC2 includes a counter driven gear CG2 that is rotatably disposed concentrically with the automatic transmission 432 and is connected to the automatic transmission 432 via the first clutch C1, and the counter drive gear CG1 and the counter driven gear CG2 are It is composed of a pair of gears as a pair of members that are always intertwined!
  • the counter gear pair CG is disposed adjacent to the power distribution mechanism 16 at a position opposite to the engine 8 with respect to the power distribution mechanism 16.
  • the power distribution mechanism 16 is disposed so as to be positioned between the engine 8 and the counter gear pair CG.
  • the second electric motor M2 is disposed on the first axis RC1 adjacent to the counter gear pair CG so as to be positioned between the power distribution device 16 and the counter gear pair CG, and is connected to the force motor drive gear CG1.
  • the differential drive gear 32 is disposed on the opposite side of the counter gear pair CG with respect to the automatic transmission 432, that is, on the engine side!
  • the automatic transmission 132 is disposed adjacent to the counter gear pair CG so as to be positioned between the counter gear pair CG and the differential drive gear 32 (engine 8).
  • a first planetary gear device 26 and a second planetary gear device 28 are arranged in order from the counter gear CG to the differential drive gear 32.
  • the first clutch C1 is disposed between the counter gear pair CG and the second planetary gear unit 26.
  • the power distribution mechanism 16 that distributes the output of the engine 8 to the first electric motor Ml and the counter gear pair CG.
  • a second electric motor M2 and an automatic transmission (stepped transmission mechanism) 432 are provided between the power distribution mechanism 16 and the drive wheel 38, and the power distribution mechanism 16 is electrically connected to the continuously variable transmission.
  • the vehicle power transmission device 440 which is selectively switched between a differential state operable as a two-stage transmission and a constant gear shift state operable as a two-stage transmission, is operated as a stepped automatic transmission, Since a 6-speed gear stage can be obtained, the cross ratio in which the gear ratio change range is wide (in a wide range) and the gear ratios are close to each other, as in the above-described embodiments of FIGS. can get.
  • the power distribution mechanism 16 that switches between the two speeds is used in a constant speed state that operates as a two-speed transmission, so that the size can be reduced without increasing the number of parts. It is possible to construct a multi-stage transmission.
  • a clutch element for selecting an input member to the automatic transmission 432 is not required, so that the power transmission device 440 is configured to be a single-layer compact.
  • the power distribution mechanism 16 and the automatic transmission 432 are not arranged on the same axis as compared with the power transmission device 430 of Fig. 85, so that the power transmission
  • the axial dimension of the device 440 is further shortened. Therefore, it can be placed horizontally for FF vehicles and RR vehicles where the axial dimension of the power transmission device is generally restricted by the vehicle width, that is, the first axis RC1
  • the second shaft center RC2 can be suitably used as a power transmission device that can be mounted in parallel with the vehicle width direction.
  • the power distribution mechanism 16 and the automatic transmission 432 are disposed between the engine 8 (the differential drive gear 32) and the counter gear pair CG, the axial dimension of the power transmission device 440 is further reduced. . Furthermore, since the second electric motor M2 is arranged on the first axis RC1, the dimension of the second axis RC2 in the axial direction is shortened.
  • the power transmission device 10 or the like of the above-described embodiment has a continuously variable transmission that functions as an electrical continuously variable transmission by switching the power distribution mechanism 16 between a differential state and a non-differential state.
  • Force and the stepped transmission state functioning as a stepped transmission can be switched between the continuously variable transmission state and the stepped transmission state, the power distribution mechanism 16 is switched between a differential state and a non-differential state.
  • the gear ratio of the power distribution mechanism 16 is not continuous but changes stepwise in part or in the entire speed range. Let it function as a stepped transmission.
  • the differential state / non-differential state of the power transmission device 10 (power distribution mechanism 16), etc., and the continuously variable transmission state / stepped transmission state are not necessarily in a one-to-one relationship. Therefore, it is not always necessary to configure the power transmission device 10 etc. so that it can be switched between a continuously variable transmission state and a stepped transmission state.
  • the present invention can be applied if it can be switched between.
  • the carrier CA0 is connected to the engine 8, the sun gear SO is connected to the first electric motor Ml, and the ring gear R0 is connected to the transmission member 18 or the force gear pair CG. Forces that have been connected
  • the engine 8, the first electric motor Ml, the transmission member 18 or the counter gear pair CG are not necessarily limited to them.
  • the three elements CA0, S0, R0 of the first planetary gear unit 24 It can be connected to any of these.
  • the engine 8 is disposed on a common shaft center as long as it is operatively connected via the force S directly connected to the input shaft 14, for example, a gear, a belt, or the like. There is no need to be done.
  • the first electric motor Ml and the second electric motor M2 are arranged with the rotation center of the input shaft 14 or the first axis RC1 as the rotation center, and the first electric motor Ml is a sun gear.
  • the second motor M2 is connected to the transmission member 18 or the counter gear pair CG, but is not necessarily arranged as such.
  • the first motor is operatively connected via a gear, a belt, or the like.
  • Ml is connected to the sun gear SO, and the second electric motor M2 may be connected to the second axis RC 2! /, Or to the counter driven gear CG2! /.
  • the power distribution mechanism 16 is provided with the switching clutch CO and the switching brake B0! /,
  • the switching clutch CO and the switching brake B0 are not necessarily provided with both. Only one of the switching brakes B0 may be provided. Further, the switching clutch CO may selectively connect between the sun gear SO and the carrier CA0. In short, out of the three elements of the first planetary gear unit 24! /, Or any two of them connected together! /.
  • the first planetary gear device 26 and the second planetary gear device 26 are obtained by engaging the first sun gear S1 and the first carrier CA1 with the first clutch C1.
  • the gear device 28 can rotate integrally, but the same effect can be obtained by interposing the first clutch C1 between the first sun gear SI (RE7) and the first ring gear Rl (RE4), for example. That is, the position of the first clutch C1 is at least one of the fourth rotation element RE4 to the seventh rotation element RE7, one force S, and the other rotation elements via the first clutch C1 within a consistent range. It only needs to be linked to one.
  • the hydraulic friction engagement devices such as the switching clutch CO and the switching brake B0 are magnetic powder type, electromagnetic clutches such as powder (magnetic powder) clutches, electromagnetic clutches, and meshing type dog clutches. You may be comprised from a formula and a mechanical engagement apparatus.
  • the second electric motor M2 is connected to the transmission member 18 or the counter gear pair CG, but the output shaft 22 or! / Is connected to the differential drive gear 32! Alternatively, it may be connected to a rotating member in the automatic transmission 20.
  • the power distribution mechanism 16 of the above-described embodiment includes, for example, a pinion that is rotationally driven by an engine, and a pair of forces and bevel gears that mesh with the pinion. It may be a differential gear device operatively connected to the motive M2.
  • the power distribution mechanism 16 of the above-described embodiment is composed of a planetary gear device having a force of 2 or more, which is composed of a single pinion type planetary gear device, and three or more stages in a constant speed state. Even if it functions as a transmission of
  • a sprocket disposed on the first axis RC1 and a sprocket disposed on the second axis RC2 are provided.
  • a pair of transmission members may be configured by operatively connecting them with a chain wound around the sprocket.
  • pulleys and belts may be used instead of sprockets and chains wound around these sprockets. In these cases, since the relationship between the rotation direction of the engine 8 and the rotation direction of the drive wheels 38 is opposite to that in the case of using the counter gear pair CG, for example, one counter shaft is added.
  • the constant speed ratio of the power distribution mechanism 16 is consistently switched to the high speed side by the engagement of the brake B0, so that the intermediate between the second speed stage and the fourth speed stage is achieved.
  • a total of 7 speeds are formed by the formation of gears, but only 2nd gear or only 4th gear can be added to make a total of 6th gear 5th gear and 6th gear
  • Three intermediate gears with additional intermediate gears added between them may be added to achieve a total of eight gears.
  • the automatic transmission 20 or the like of the above-described embodiment is mainly configured by two planetary gear devices of the first planetary gear device 26 and the second planetary gear device 28!
  • the number of devices is not limited to two, and may be composed of three or more planetary gear devices.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Power Engineering (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Structure Of Transmissions (AREA)

Abstract

L'invention concerne un système de transmission de puissance pour véhicule capable d'atteindre un certain rapport anharmonique tout en supprimant toute l'augmentation que la gamme de changement d'un rapport d'engrenages à un moment de changement échelonné est grande et que les rapports d'engrenages sont proches les uns des autres. Le système de transmission de puissance (10) comprend un mécanisme de distribution de puissance (16) qui distribue le rendement d'un moteur (8) à un premier moteur électrique (M1) et un élément de transmission (18), et un second moteur électrique (M2) et une transmission automatique (20) placée entre l'élément de transmission (18) et une roue d'entraînement (38), de sorte que le mécanisme de distribution de puissance (16) soit commuté sélectivement dans un état différentiel, dans lequel il peut agir comme transmission à deux échelons. Dans le cas où le système de transmission de puissance est actionné comme transmission automatique de type échelonné, le nombre de rapports d'engrenages intermédiaires peut être accru par commutation des rapports d'engrenages fixes du mécanisme de distribution de puissance, de façon à atteindre le rapport anharmonique, au niveau duquel les rapports d'engrenages changent considérablement et sont proches les uns des autres.
PCT/JP2007/065561 2006-09-05 2007-08-08 Système de transmission de puissance pour véhicule WO2008029588A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
JP2006240738 2006-09-05
JP2006-240738 2006-09-05
JP2006-328715 2006-12-05
JP2006328715 2006-12-05
JP2007010849 2007-01-19
JP2007-010849 2007-04-23

Publications (1)

Publication Number Publication Date
WO2008029588A1 true WO2008029588A1 (fr) 2008-03-13

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2007/065561 WO2008029588A1 (fr) 2006-09-05 2007-08-08 Système de transmission de puissance pour véhicule

Country Status (1)

Country Link
WO (1) WO2008029588A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005273900A (ja) * 2004-02-25 2005-10-06 Toyota Motor Corp 車両用駆動装置の制御装置
JP2006170350A (ja) * 2004-12-16 2006-06-29 Toyota Motor Corp 車両用駆動装置
JP2006194326A (ja) * 2005-01-12 2006-07-27 Toyota Motor Corp 車両の制御装置
JP2006213149A (ja) * 2005-02-02 2006-08-17 Toyota Motor Corp 車両用駆動装置の制御装置
JP2006220235A (ja) * 2005-02-10 2006-08-24 Toyota Motor Corp 車両用駆動装置の制御装置

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005273900A (ja) * 2004-02-25 2005-10-06 Toyota Motor Corp 車両用駆動装置の制御装置
JP2006170350A (ja) * 2004-12-16 2006-06-29 Toyota Motor Corp 車両用駆動装置
JP2006194326A (ja) * 2005-01-12 2006-07-27 Toyota Motor Corp 車両の制御装置
JP2006213149A (ja) * 2005-02-02 2006-08-17 Toyota Motor Corp 車両用駆動装置の制御装置
JP2006220235A (ja) * 2005-02-10 2006-08-24 Toyota Motor Corp 車両用駆動装置の制御装置

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