WO2017056813A1 - パワートレーン - Google Patents

パワートレーン Download PDF

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Publication number
WO2017056813A1
WO2017056813A1 PCT/JP2016/075115 JP2016075115W WO2017056813A1 WO 2017056813 A1 WO2017056813 A1 WO 2017056813A1 JP 2016075115 W JP2016075115 W JP 2016075115W WO 2017056813 A1 WO2017056813 A1 WO 2017056813A1
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WO
WIPO (PCT)
Prior art keywords
shaft
gear
clutch
power source
power
Prior art date
Application number
PCT/JP2016/075115
Other languages
English (en)
French (fr)
Inventor
嘉裕 倉橋
耕平 豊原
Original Assignee
ジヤトコ株式会社
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 ジヤトコ株式会社 filed Critical ジヤトコ株式会社
Priority to EP16850989.1A priority Critical patent/EP3357728A4/en
Priority to CN201680051741.XA priority patent/CN107949494A/zh
Priority to KR1020187005693A priority patent/KR20180033576A/ko
Priority to US15/758,277 priority patent/US20180251018A1/en
Publication of WO2017056813A1 publication Critical patent/WO2017056813A1/ja

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    • 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
    • B60K6/442—Series-parallel switching type
    • 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
    • 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
    • B60K6/38—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 driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • 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
    • B60K6/40—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 assembly or relative disposition of components
    • 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
    • B60K6/50—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
    • 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
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0039—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising three forward speeds
    • 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
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/909—Gearing
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/915—Specific drive or transmission adapted for hev
    • Y10S903/917—Specific drive or transmission adapted for hev with transmission for changing gear ratio
    • Y10S903/919—Stepped shift

Definitions

  • the present invention relates to a power train that is connected to a plurality of power sources and provides various drive paths to an output shaft.
  • Patent Document 1 discloses a first driving path for outputting a driving force to an output shaft using an engine as a power source, and a first driving path for outputting a driving force to an output shaft using an electric motor disposed on a shaft different from the engine as a power source. There is disclosed a power train having two drive paths, each of which is multi-staged.
  • An object of the present invention is to provide a power train capable of multistage driving paths from a plurality of power sources while avoiding the three-axis structure of the power train.
  • the first shaft connected to the first power source, the second shaft connected to the second power source on one side, and the output element connected to the other side.
  • a first drive gear and a second drive gear supported to be rotatable relative to the first shaft, and a first drive gear fixedly supported to the second shaft and always meshed with the first drive gear and the second drive gear.
  • the third shaft includes a third clutch that can be connected / disconnected between the first driven gear and the second driven gear.
  • the power path between the first power source and the output element and the power path between the second power source and the output element can be multi-staged with a biaxial structure, and the power train can be downsized.
  • FIG. 1 is a schematic system diagram illustrating a power train of Example 1.
  • FIG. 3 is a schematic diagram illustrating a first traveling mode of the power train of the first embodiment.
  • FIG. 3 is a schematic diagram illustrating a second traveling mode of the power train of the first embodiment.
  • FIG. 6 is a schematic diagram illustrating a third travel mode of the power train of the first embodiment.
  • FIG. 6 is a schematic diagram illustrating a fourth traveling mode of the power train of the first embodiment.
  • 6 is a schematic system diagram showing a power train of Example 2.
  • FIG. 6 is a schematic system diagram illustrating a power train according to a third embodiment.
  • FIG. 1 is a schematic system diagram illustrating a power train according to the first embodiment.
  • a first motor generator 2 is connected to an engine 1 that is an internal combustion engine for a vehicle, and constitutes a first power source.
  • a separate clutch may be provided between the engine 1 and the first motor generator 2.
  • the engine 1 and / or the first motor generator 2 are collectively referred to as a first power source.
  • the first power source only the torque from the engine 1 is output, only the torque from the first motor generator 2 is output, and when the torque from the engine 1 and the first motor generator 2 are used as a generator. A state of outputting a difference from the regenerative torque can be realized.
  • the first shaft 10 is connected to the first power source.
  • a second shaft 11 is coaxially disposed on the first shaft 10 via a first clutch CL1 that is a friction clutch.
  • the second shaft 11 is provided with a first gear G1 that can rotate relative to the second shaft 11 and a second gear G2.
  • a first dog clutch DC1 capable of engaging the first gear G1 and the second shaft 11 is provided.
  • a second dog clutch DC ⁇ b> 2 capable of engaging the second gear G ⁇ b> 2 and the second shaft 11 is provided between the second gear G ⁇ b> 2 and the second shaft 11.
  • a dog clutch but another fastening element may be employ
  • the power train has a biaxial structure, and includes a third shaft 12 disposed in parallel with the first shaft 10 and the second shaft 11 and a fourth shaft 13 disposed coaxially with the third shaft 12.
  • a second motor generator 3 that is a second power source is connected to one of the third shafts 12, and a second clutch CL2 is connected to the other end.
  • a second clutch CL2 is connected to one end of the fourth shaft 13, and an output element Output is connected to the other end.
  • the output element Output transmits a driving force to the driving wheels via a final reduction gear or the like (not shown).
  • the second motor generator 3 is disposed on the opposite side in the axial direction from the first motor generator 2 is shown.
  • the second motor generator 3 and the first motor generator 2 are connected to each other. It may be concentrated on one side in the axial direction and is not particularly limited.
  • the third gear G3 that always meshes with the first gear G1 is fixed to the third shaft 12, and the third shaft 12 and the third gear G3 always rotate integrally.
  • a fourth gear G4 that always meshes with the second gear G2 is fixed to the fourth shaft 13, and the fourth shaft 13 and the fourth gear G4 always rotate integrally.
  • the second clutch CL2 is a friction clutch and is provided between the third shaft 12 and the fourth shaft 13.
  • the second clutch CL2 When the second clutch CL2 is engaged, the third shaft 12 and the fourth shaft 12 rotate integrally, and when the second clutch CL2 is released, the third shaft 12 and the fourth shaft 13 rotate independently.
  • FIG. 2 is a schematic diagram showing the first traveling mode of the power train of the first embodiment.
  • a thick solid line in FIG. 2 represents a torque transmission path.
  • the first clutch CL1 is released, the first dog clutch DC1 and the second dog clutch DC2 are engaged, and the second clutch CL2 is released.
  • the torque of the second motor generator 3 is transmitted from the third gear G3 to the first gear G1, and the second shaft 11 is rotated by the first gear G1.
  • the rotation of the second shaft 11 is transmitted from the second gear G2 to the fourth gear G4, and rotates the fourth shaft 13 via the fourth gear G4.
  • FIG. 3 is a schematic diagram showing the second traveling mode of the power train of the first embodiment.
  • a thick solid line in FIG. 3 represents a torque transmission path.
  • the first clutch CL1 is released, the first dog clutch DC1 and the second dog clutch DC2 are released, and the second clutch CL2 is engaged.
  • the torque of the second motor generator 3 is transmitted as it is to the output element Output.
  • the reduction ratio between the second motor generator 3 and the output element Output is 1.
  • FIG. 4 is a schematic diagram showing the third travel mode of the power train of the first embodiment.
  • a thick solid line in FIG. 4 represents a torque transmission path.
  • the first clutch CL1 is engaged, the first dog clutch DC1 is released, the second dog clutch DC2 is engaged, and the second clutch CL2 is released.
  • the torque of the first power source is transmitted to the fourth shaft 13 via the second gear G2 and the fourth gear G4, and the fourth shaft 13 is rotated.
  • the second clutch CL2 is released, the first dog clutch DC1 does not necessarily have to be released.
  • the first dog clutch DC1 is engaged and the second motor generator 3 and the second shaft 11 are connected. You may send and receive torque.
  • the reduction ratio is set so that (Z4 / Z3) is approximately 1.
  • FIG. 5 is a schematic diagram showing the fourth travel mode of the power train of the first embodiment.
  • a thick solid line in FIG. 5 represents a torque transmission path.
  • the first clutch CL1 is engaged, the second dog clutch DC2 is released, the first dog clutch DC1 is engaged, and the second clutch CL2 is engaged.
  • the torque of the first power source is transmitted to the third shaft 12 and the fourth shaft 13 via the first gear G1 and the third gear G3, and the fourth shaft 13 is rotated.
  • the second clutch CL2 since the second clutch CL2 is provided on the shaft connected to the output element Output, the second motor generator 3 and the output element Output can be rotated independently. Therefore, the torque output from the second motor generator 3 can be transmitted from the third shaft 12 to the fourth shaft 13 via the second shaft 11 at different axial positions, thus increasing the gear train. There is no need to do.
  • a gear train constituted by the first gear G1 and the third gear G3, and the second gear A reduction gear ratio obtained by combining both gear trains of the gear train composed of G2 and the fourth gear G4 can be obtained.
  • the power train of the first embodiment includes a first travel mode in which the reduction ratio is 2 and a second travel mode in which the reduction ratio is 1 when the second motor generator 3 is used as a power source.
  • the power transmission path from one of the power sources can be multistaged while having a biaxial structure.
  • a biaxial structure is provided by providing a third travel mode in which the reduction ratio is approximately 1 and a fourth travel mode in which the reduction ratio is 0.5.
  • the power transmission path from one power source can be multistaged.
  • the second shaft 11 (first shaft) connected to the first power source, the second motor generator 3 (second power source) is connected to one side, and the output element Output is connected to the other side.
  • the second dog clutch DC2 (second clutch) that can engage the second gear G2 and the second shaft 11, the third shaft 12 and the fourth shaft 13 are connected to each other between the third gear G3 and the fourth gear G4.
  • 2nd class that can be connected Chi CL2 (third clutch), with a. Therefore, the power path between the first power source and the output element Output and the power path between the second motor generator 3 and the output element Output can be multistaged with a two-shaft structure, and the power train can be reduced in size.
  • a third travel mode in which the second dog clutch DC2 is engaged, the first dog clutch DC1 and the second clutch CL2 are released, and a path between the first power source and the output element Output is secured.
  • the first dog clutch DC1 and the second clutch CL2 are engaged, the second dog clutch DC2 is released, and a route between the first power source and the output element Output is secured (fourth power).
  • Transmission state Therefore, the drive path using the engine 1 as a power source can be multistaged, and an efficient traveling state according to the engine torque characteristics can be provided.
  • the second shaft 11 is provided with a first clutch CL1 (fourth clutch) that can connect and disconnect the first power source and the second shaft 11. Therefore, when traveling by outputting torque from the second motor generator 3, it is possible to avoid engine friction or the like and realize a highly efficient traveling state.
  • CL1 fourth clutch
  • the first power source is the engine 1 which is an internal combustion engine
  • the second power source is a motor generator. Therefore, it is possible to provide various traveling states that combine the traveling state by the engine 1 and the traveling state by the motor generator.
  • the first power source is the engine 1 and the first motor generator 2 which are internal combustion engines. Therefore, it is possible to provide various traveling modes such as a state in which not only the torque output from the engine 1 but also the torque of the first motor generator 2 is added, and a state in which torque is output while generating power by the first motor generator 2.
  • FIG. 6 is a schematic system diagram showing a power train of the second embodiment.
  • the first dog clutch DC ⁇ b> 1 and the second dog clutch DC ⁇ b> 2 are provided on the second shaft 11.
  • the second embodiment is different in that the first dog clutch DC1 is provided on the third shaft 12 and the second dog clutch DC2 is provided on the fourth shaft 13. Accordingly, the first gear G1 and the second gear G2 always rotate integrally with the second shaft 11, the third gear G3 and the third shaft 12 are supported so as to be relatively rotatable, and the fourth gear G4 and the fourth shaft. 13 is supported so that relative rotation is possible. Thereby, the same effect as Example 1 can be acquired.
  • the second shaft 11 (first shaft) connected to the first power source
  • the second motor generator 3 (second power source)
  • the output element is connected to the other side.
  • the third shaft 12 and the fourth shaft 13 (second axis) to which the Output is connected, the first gear G1 and the second gear G2 fixedly supported by the second shaft 11, the third shaft 12 and the fourth shaft 13
  • a first dog clutch DC1 (first gear) that can be engaged with a third gear G3 and a third shaft 12, and a third gear and a fourth gear that are always engaged with the first gear G1 and the second gear G2.
  • FIG. 7 is a schematic diagram illustrating a power train of the third embodiment.
  • the second shaft 11 has a fifth gear G5 supported so as to be relatively rotatable.
  • the fourth shaft 13 has a sixth gear G6 that is always meshed with the fifth gear G5 and is fixedly supported by the fourth shaft G6.
  • a fifth shaft 14 on which a fourth gear G4 is fixedly supported.
  • a one-side second clutch CL21 capable of connecting and disconnecting the fifth shaft 14 and the third shaft 12 is provided.
  • the present invention has been described based on the embodiments.
  • the present invention is not limited to the above embodiments, and the present invention may be applied to an automatic transmission having another configuration.
  • a power source is configured by combining an engine that is an internal combustion engine and a motor generator, but all the power sources may be configured by a motor generator.
  • the gear train is composed of two rows or three rows.
  • a plurality of rows may be provided to increase the number of rows.
  • the second clutch CL2 is a friction clutch, but a dog clutch may be provided.
  • the reduction ratio achieved in the four driving modes is set to 2, 1, approximately 1, 0.5.
  • other reduction ratios are considered in consideration of an appropriate interstage ratio or the like. You may make it the combination which achieves.
  • a reduction ratio suitable for mode transition may be set in consideration of transition from an engine travel mode to a motor travel mode that does not use an engine.

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Abstract

第１の動力源と接続された第１軸（１１）と、一方に第２の動力源が接続され、他方に出力要素が接続された第２軸（１２，１３）と、前記第１軸（１１）に相対回転可能に支持された第１ドライブギヤ及び第２ドライブギヤと、前記第２軸（１２，１３）に固定支持され、前記第１ドライブギヤ及び前記第２ドライブギヤと常時噛み合う第１ドリブンギヤ及び第２ドリブンギヤと、前記第１ドライブギヤと前記第１軸（１１）とを係合可能な第１のクラッチ（ＤＣ１）と、前記第２ドライブギヤと前記第１軸（１１）とを係合可能な第２のクラッチ（ＤＣ２）と、前記第２軸（１２，１３）を、前記第１ドリブンギヤと前記第２ドリブンギヤとの間で断接可能な第３のクラッチ（ＣＬ２）と、を備えたパワートレーンとした。これにより、３軸構造を回避しつつ、複数の動力源からの駆動経路を多段化可能なパワートレーンを実現できる。

Description

パワートレーン
　本発明は、複数の動力源が接続され、出力軸に多様な駆動経路を提供するパワートレーンに関する。
　特許文献１には、エンジンを動力源として出力軸に駆動力を出力する第１の駆動経路と、エンジンとは異なる軸に配置された電動モータを動力源として出力軸に駆動力を出力する第２の駆動経路とを備え、それぞれの駆動経路を多段化したパワートレーンが開示されている。
　しかしながら、それぞれの駆動経路を多段化する際、エンジンを動力源とする軸と、電動モータを動力源とする軸と、出力軸と、の３軸構造を採用しており、パワートレーンの大型化を招くという問題があった。
特開２０１２－１２２６１４公報
　本発明の目的は、パワートレーンの３軸構造を回避しつつ、複数の動力源からの駆動経路を多段化可能なパワートレーンを提供することにある。
　上記目的を達成するため、本発明のパワートレーンでは、第１の動力源と接続された第１軸と、一方に第２の動力源が接続され、他方に出力要素が接続された第２軸と、前記第１軸に相対回転可能に支持された第１ドライブギヤ及び第２ドライブギヤと、前記第２軸に固定支持され、前記第１ドライブギヤ及び前記第２ドライブギヤと常時噛み合う第１ドリブンギヤ及び第２ドリブンギヤと、前記第１ドライブギヤと前記第１軸とを係合可能な第１のクラッチと、前記第２ドライブギヤと前記第１軸とを係合可能な第２のクラッチと、前記第２軸を、前記第１ドリブンギヤと前記第２ドリブンギヤとの間で断接可能な第３のクラッチと、を備えた。
　よって、第１の動力源と出力要素との間の動力経路と、第２の動力源と出力要素との間の動力経路を２軸構造で多段化することができ、パワートレーンを小型化できる。
実施例１のパワートレーンを表す概略システム図である。 実施例１のパワートレーンの第１走行モードを表す概略図である。 実施例１のパワートレーンの第２走行モードを表す概略図である。 実施例１のパワートレーンの第３走行モードを表す概略図である。 実施例１のパワートレーンの第４走行モードを表す概略図である。 実施例２のパワートレーンを表す概略システム図である。 実施例３のパワートレーンを表す概略システム図である。
　［実施例１］
　図１は実施例１のパワートレーンを表す概略システム図である。車両用の内燃機関であるエンジン１には、第１モータジェネレータ２が接続され、第１の動力源を構成する。尚、エンジン１と第１モータジェネレータ２との間に別途クラッチを設けてもよい。以下、エンジン１及び／又は第１モータジェネレータ２のことを総称して第１の動力源とも記載する。第１の動力源では、エンジン１からのトルクのみを出力する状態、第１モータジェネレータ２からのトルクのみを出力する状態、エンジン１からのトルクと第１モータジェネレータ２を発電機として使用する際の回生トルクとの差分を出力する状態等を実現することができる。
　第１の動力源には第１シャフト１０が接続されている。第１シャフト１０には、摩擦クラッチである第１クラッチＣＬ１を介して第２シャフト１１が同軸配置されている。第２シャフト１１には、第２シャフト１１と相対回転可能な第１ギヤＧ１と、第２ギヤＧ２とが配置されている。第１ギヤＧ１と第２シャフト１１との間には、第１ギヤＧ１と第２シャフト１１とを係合可能な第１ドグクラッチＤＣ１が設けられている。同様に、第２ギヤＧ２と第２シャフト１１との間には、第２ギヤＧ２と第２シャフト１１とを係合可能な第２ドグクラッチＤＣ２が設けられている。尚、ドグクラッチに限らず他の締結要素を採用してもよく、特に限定しない。
　パワートレーンは２軸構造であり、第１シャフト１０及び第２シャフト１１と平行に配置された第３シャフト１２と、第３シャフト１２と同軸配置された第４シャフト１３とを有する。第３シャフト１２の一方には、第２の動力源である第２モータジェネレータ３が接続され、他端には第２クラッチＣＬ２が接続されている。第４シャフト１３の一方には第２クラッチＣＬ２が接続され、他端には出力要素Ｏｕｔｐｕｔが接続されている。出力要素Ｏｕｔｐｕｔは、図外の終減速歯車等を介して駆動輪に駆動力を伝達する。尚、実施例１のパワートレーンでは、第２モータジェネレータ３が、第１モータジェネレータ２とは軸方向反対側に配置された例を示すが、第２モータジェネレータ３と第１モータジェネレータ２とを軸方向の一方側に集中して配置してもよく、特に限定しない。
　第３シャフト１２には、第１ギヤＧ１と常時噛み合う第３ギヤＧ３が固定され、第３シャフト１２と第３ギヤＧ３とは常時一体に回転する。第４シャフト１３には、第２ギヤＧ２と常時噛み合う第４ギヤＧ４が固定され、第４シャフト１３と第４ギヤＧ４とは常時一体に回転する。
　第２クラッチＣＬ２は摩擦クラッチであり、第３シャフト１２と第４シャフト１３との間に設けられている。第２クラッチＣＬ２の締結により第３シャフト１２と第４シャフト１２とは一体に回転し、第２クラッチＣＬ２の解放により第３シャフト１２と第４シャフト１３とは独立に回転する。
　図２は実施例１のパワートレーンの第１走行モードを表す概略図である。図２中の太い実線がトルク伝達経路を表す。第１走行モードは、第１クラッチＣＬ１を解放し、第１ドグクラッチＤＣ１及び第２ドグクラッチＤＣ２を締結し、第２クラッチＣＬ２を解放する。そして、第２モータジェネレータ３のトルクを、第３ギヤＧ３から第１ギヤＧ１に伝達し、第１ギヤＧ１によって第２シャフト１１を回転する。第２シャフト１１の回転は、第２ギヤＧ２から第４ギヤＧ４に伝達され、第４ギヤＧ４を介して第４シャフト１３を回転する。ここで、第１ギヤＧ１の歯数をＺ１、第２ギヤＧ２の歯数をＺ２、第３ギヤＧ３の歯数をＺ３、第４ギヤＧ４の歯数をＺ４とすると、減速比は、（Ｚ１／Ｚ２）×（Ｚ４／Ｚ３）＝２となるように歯数が設定されている。よって、第２モータジェネレータ３のトルクを増幅して出力要素Ｏｕｔｐｕｔに出力する。
　図３は実施例１のパワートレーンの第２走行モードを表す概略図である。図３中の太い実線がトルク伝達経路を表す。第２走行モードは、第１クラッチＣＬ１を解放し、第１ドグクラッチＤＣ１及び第２ドグクラッチＤＣ２を解放し、第２クラッチＣＬ２を締結する。そして、第２モータジェネレータ３のトルクをそのまま出力要素Ｏｕｔｐｕｔに伝達する。この場合、第２モータジェネレータ３と出力要素Ｏｕｔｐｕｔとの間の減速比は１である。
　図４は実施例１のパワートレーンの第３走行モードを表す概略図である。図４中の太い実線がトルク伝達経路を表す。第３走行モードは、第１クラッチＣＬ１を締結し、第１ドグクラッチＤＣ１を解放し、第２ドグクラッチＤＣ２を締結し、第２クラッチＣＬ２を解放する。そして、第１の動力源のトルクを第２ギヤＧ２及び第４ギヤＧ４を介して第４シャフト１３に伝達し、第４シャフト１３を回転する。尚、第２クラッチＣＬ２が解放されているため、第１ドグクラッチＤＣ１は必ずしも解放されている必要はなく、例えば、第１ドグクラッチＤＣ１を締結し、第２モータジェネレータ３と第２シャフト１１との間でトルクの授受を行ってもよい。減速比は、（Ｚ４／Ｚ３）が略１となるように設定されている。
　図５は実施例１のパワートレーンの第４走行モードを表す概略図である。図５中の太い実線がトルク伝達経路を表す。第４走行モードでは、第１クラッチＣＬ１を締結し、第２ドグクラッチＤＣ２を解放し、第１ドグクラッチＤＣ１を締結し、第２クラッチＣＬ２を締結する。そして、第１の動力源のトルクを第１ギヤＧ１及び第３ギヤＧ３を介して第３シャフト１２及び第４シャフト１３に伝達し、第４シャフト１３を回転する。減速比は、（Ｚ２／Ｚ１）＝０．５となるように歯数が設定されている。よって、第１の動力源の回転数を増速して出力する。
　ここで、実施例１の構成を採用した背景を説明する。従来技術のように、一つの軸が一つの回転状態のみを達成する場合、一つの動力源からの駆動経路を多段化するにあたり、一つの動力源を有する軸と、もう一つの動力源を有する軸と、出力要素に接続される軸との３軸構成にすることで、インターロック状態を回避している。しかしながら、３軸構成とすると、パワートレーンの径方向サイズが大型化する。また、２軸構造で達成する場合には、一つの動力源に接続された軸と、もう一つの動力源に接続された軸を同軸配置することも考えられる。この場合に一つの動力源からの駆動経路の多段化を達成するには、同軸配置されたそれぞれの軸に、最低２列のギヤ列を設けることとなり、４列のギヤ列が必要となるため、パワートレーンの軸方向サイズが大型化する。
　これに対し、実施例１では、出力要素Ｏｕｔｐｕｔに接続された軸に第２クラッチＣＬ２を設けたため、第２モータジェネレータ３と出力要素Ｏｕｔｐｕｔとを独立に回転させることが可能となった。よって、第２モータジェネレータ３から出力されたトルクを、第３シャフト１２から、異なる軸心位置の第２シャフト１１を経由して、第４シャフト１３に伝達することができるため、ギヤ列を増大する必要が無い。言い換えると、第２クラッチＣＬ２を解放することで、第２モータジェネレータ３と出力要素Ｏｕｔｐｕｔとの間の減速比として、第１ギヤＧ１と第３ギヤＧ３により構成されるギヤ列と、第２ギヤＧ２と第４ギヤＧ４により構成されるギヤ列の両ギヤ列を組み合わせた減速比を得ることができる。
　すなわち、実施例１のパワートレーンにあっては、第２モータジェネレータ３を動力源とした際、減速比が２となる第１走行モードと、減速比が１となる第２走行モードとを備えたことで、２軸構造でありながら、一方の動力源からの動力伝達経路を多段化できる。同様に、第１の動力源を動力源とした際、減速比が略１となる第３走行モードと、減速比が０．５となる第４走行モードとを備えたことで、２軸構造でありながら、一方の動力源からの動力伝達経路を多段化できる。
　以上説明したように、実施例１にあっては下記に列挙する作用効果が得られる。
　（１）第１の動力源と接続された第２シャフト１１（第１軸）と、一方に第２モータジェネレータ３（第２の動力源）が接続され、他方に出力要素Ｏｕｔｐｕｔが接続された第３シャフト１２及び第４シャフト１３（第２軸）と、第２シャフト１１に相対回転可能に支持された第１ギヤＧ１及び第２ギヤＧ２と、第３シャフト１２及び第４シャフト１３に固定支持され、第１ギヤＧ１及び第２ギヤＧ２と常時噛み合う第３ギヤ及び第４ギヤと、第１ギヤＧ１と第２シャフト１１とを係合可能な第１ドグクラッチＤＣ１（第１のクラッチ）と、第２ギヤＧ２と第２シャフト１１とを係合可能な第２ドグクラッチＤＣ２（第２のクラッチ）と、第３シャフト１２及び第４シャフト１３を、第３ギヤＧ３と第４ギヤＧ４との間で断接可能な第２クラッチＣＬ２（第３のクラッチ）と、を備えた。
　よって、第１の動力源と出力要素Ｏｕｔｐｕｔとの間の動力経路と、第２モータジェネレータ３と出力要素Ｏｕｔｐｕｔとの間の動力経路を２軸構造で多段化することができ、パワートレーンを小型化できる。
　（２）第１ドグクラッチＤＣ１と第２ドグクラッチＤＣ２を係合し、第２クラッチＣＬ２を解放し、第２モータジェネレータ３と出力要素Ｏｕｔｐｕｔとの経路を確保する第１走行モード（第１の動力伝達状態）と、第１ドグクラッチＤＣ１と第２ドグクラッチＤＣ２を解放し、第２クラッチＣＬ２を締結し、第２モータジェネレータ３と出力要素Ｏｕｔｐｕｔとの経路を確保する第２走行モード（第２の動力伝達状態）と、を有する。
　よって、第２モータジェネレータ３を動力源とする駆動経路を多段化することができ、モータトルク特性に応じた効率の良い走行状態を提供できる。
　（３）第２ドグクラッチＤＣ２を係合し、第１ドグクラッチＤＣ１と第２クラッチＣＬ２を解放し、第１の動力源と出力要素Ｏｕｔｐｕｔとの経路を確保する第３走行モード（第３の動力伝達状態）と、第１ドグクラッチＤＣ１と第２クラッチＣＬ２を係合し、第２ドグクラッチＤＣ２を解放し、第１の動力源と出力要素Ｏｕｔｐｕｔとの経路を確保する第４走行モード（第４の動力伝達状態）と、を有する。
　よって、エンジン１を動力源とする駆動経路を多段化することができ、エンジントルク特性に応じた効率の良い走行状態を提供できる。
　（４）第２シャフト１１に、第１の動力源と第２シャフト１１とを断接可能な第１クラッチＣＬ１（第４のクラッチ）を備えた。
　よって、第２モータジェネレータ３からトルクを出力して走行する際、エンジンフリクション等を回避して効率の高い走行状態を実現できる。
　（５）第１の動力源は、内燃機関であるエンジン１であり、第２の動力源は、モータジェネレータである。
　よって、エンジン１による走行状態と、モータジェネレータによる走行状態を組み合わせた多様な走行状態を提供できる。
　（６）第１の動力源は、内燃機関であるエンジン１と第１モータジェネレータ２である。よって、エンジン１から出力するトルクだけでなく、第１モータジェネレータ２のトルクを加算する状態、第１モータジェネレータ２により発電しつつトルクを出力する状態といった多様な走行モードを提供できる。
　［実施例２］
　次に、実施例２について説明する。基本的な構成は実施例１と同じであるため、異なる点についてのみ説明する。図６は実施例２のパワートレーンを表す概略システム図である。実施例１では、第１ドグクラッチＤＣ１及び第２ドグクラッチＤＣ２を、第２シャフト１１に設けた例を示した。これに対し、実施例２では、第１ドグクラッチＤＣ１を第３シャフト１２に設け、第２ドグクラッチＤＣ２を第４シャフト１３に設けた点が異なる。これに伴い、第１ギヤＧ１及び第２ギヤＧ２は第２シャフト１１と常時一体に回転し、第３ギヤＧ３と第３シャフト１２は相対回転可能に支持され、第４ギヤＧ４と第４シャフト１３は相対回転可能に支持される。これにより、実施例１と同様の作用効果を得ることができる。
　（７）実施例２では、第１の動力源と接続された第２シャフト１１（第１軸）と、一方に第２モータジェネレータ３（第２の動力源）が接続され、他方に出力要素Ｏｕｔｐｕｔが接続された第３シャフト１２及び第４シャフト１３（第２軸）と、第２シャフト１１に固定支持された第１ギヤＧ１及び第２ギヤＧ２と、第３シャフト１２及び第４シャフト１３に相対回転可能に支持され、第１ギヤＧ１及び第２ギヤＧ２と常時噛み合う第３ギヤ及び第４ギヤと、第３ギヤＧ３と第３シャフト１２とを係合可能な第１ドグクラッチＤＣ１（第１のクラッチ）と、第４ギヤＧ４と第４シャフト１３とを係合可能な第２ドグクラッチＤＣ２（第２のクラッチ）と、第３シャフト１２及び第４シャフト１３を、第３ギヤＧ３と第４ギヤＧ４との間で断接可能な第２クラッチＣＬ２（第３のクラッチ）と、を備えた。
　よって、第１の動力源と出力要素Ｏｕｔｐｕｔとの間の動力経路と、第２モータジェネレータ３と出力要素Ｏｕｔｐｕｔとの間の動力経路を２軸構造で多段化することができ、パワートレーンを小型化できる。
　［実施例３］
　次に、実施例３について説明する。基本的な構成は実施例１と同じであるため、異なる点についてのみ説明する。図７は実施例３のパワートレーンを表す概略図である。第２シャフト１１には、実施例１の構成に加えて、相対回転可能に支持された第５ギヤＧ５を有する。また、第４シャフト１３には、第５ギヤＧ５と常時噛み合うと共に第４シャフトＧ６に固定支持された第６ギヤＧ６を有する。また、第４シャフト１３と第３シャフト１２との間には、第４ギヤＧ４が固定支持された第５シャフト１４を有する。第５シャフト１４と第３シャフト１２との間には、第５シャフト１４と第３シャフト１２とを断接可能な一方側第２クラッチＣＬ２１を有する。また、第５シャフト１４と第４シャフト１３との間には、第５シャフト１４と第４シャフト１３とを断接可能な他方側第２クラッチＣＬ２２を有する。これら各クラッチの締結・解放の組み合わせにより、更に多段化したパワートレーンを提供できる。
　［他の実施例］
　以上、実施例に基づいて説明したが、上記実施例に限らず、他の構成を備えた自動変速機に本発明を適用してもよい。例えば実施例では、内燃機関であるエンジンとモータジェネレータとを組み合わせた動力源を構成した例を示したが、全ての動力源をモータジェネレータで構成してもよい。また、実施例ではギヤ列を２列、もしくは３列で構成する例を示したが、更に複数列を設けて多段化してもよい。また、第１クラッチＣＬ１を設けた例を示したが、第１クラッチＣＬ１を設けず、第１の動力源と第２シャフト１１とを常時連結した構成でもよい。また、実施例では、第２クラッチＣＬ２を摩擦クラッチとしたが、ドグクラッチを設けてもよい。
　また、実施例１では、４つの走行モードで達成する減速比を、２，１，略１，０．５とした例を示したが、適切な段間比等を考慮して他の減速比を達成する組み合わせにしてもよい。また、ハイブリッド車両として使用するにあたり、エンジン走行モードからエンジンを使用しないモータ走行モードに遷移することを考慮し、モード遷移に適した減速比を設定してもよい。

Claims (7)

  1. 　第１の動力源と接続された第１軸と、
    　一方に第２の動力源が接続され、他方に出力要素が接続された第２軸と、
    　前記第１軸に相対回転可能に支持された第１ギヤ及び第２ギヤと、
    　前記第２軸に固定支持され、前記第１ギヤ及び前記第２ギヤと常時噛み合う第３ギヤ及び第４ギヤと、
    　前記第１ギヤと前記第１軸とを係合可能な第１のクラッチと、
    　前記第２ギヤと前記第１軸とを係合可能な第２のクラッチと、
    　前記第２軸を、前記第３ギヤと前記第４ギヤとの間で断接可能な第３のクラッチと、
    　を備えているパワートレーン。
  2. 　第１の動力源と接続された第１軸と、
    　一方に第２の動力源が接続され、他方に出力要素が接続された第２軸と、
    　前記第１軸に固定支持された第１ギヤ及び第２ギヤと、
    　前記第２軸に相対回転可能に支持され、前記第１ギヤ及び前記第２ギヤと常時噛み合う第３ギヤ及び第４ギヤと、
    　前記第３ギヤと前記第２軸とを係合可能な第１のクラッチと、
    　前記第４ギヤと前記第２軸とを係合可能な第２のクラッチと、
    　前記第２軸を、前記第３ギヤと前記第４ギヤとの間で断接可能な第３のクラッチと、
    　を備えているパワートレーン。
  3. 　請求項１または２に記載のパワートレーンにおいて、
    　前記第１のクラッチと前記第２のクラッチを係合し、前記第３のクラッチを解放し、前記第２の動力源と前記出力要素との経路を確保する第１の動力伝達状態と、
    　前記第１のクラッチと前記第２のクラッチを解放し、前記第３のクラッチを締結し、前記第２の動力源と前記出力要素との経路を確保する第２の動力伝達状態と、
    　を有しているパワートレーン。
  4. 　請求項１～３のいずれか一つに記載のパワートレーンにおいて、
    　前記第２のクラッチを係合し、前記第１のクラッチと前記第３のクラッチを解放し、前記第１の動力源と前記出力要素との経路を確保する第３の動力伝達状態と、
    　前記第１のクラッチと前記第３のクラッチを係合し、前記第２のクラッチを解放し、前記第１の動力源と前記出力要素との経路を確保する第４の動力伝達状態と、
    　を有しているパワートレーン。
  5. 　請求項１～４のいずれか一つに記載のパワートレーンにおいて、
    　前記第１軸に、前記第１の動力源と前記第１軸とを断接可能な第４のクラッチを備えているパワートレーン。
  6. 　請求項１～５のいずれか一つに記載のパワートレーンにおいて、
    　前記第１の動力源は、内燃機関であるエンジンであり、前記第２の動力源は、モータジェネレータであるパワートレーン。
  7. 　請求項６に記載のパワートレーンにおいて、
    　前記第１の動力源は、内燃機関であるエンジンとモータジェネレータであるパワートレーン。
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