WO2018079843A1 - Vehicle drive transmission apparatus - Google Patents
Vehicle drive transmission apparatus Download PDFInfo
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- WO2018079843A1 WO2018079843A1 PCT/JP2017/039370 JP2017039370W WO2018079843A1 WO 2018079843 A1 WO2018079843 A1 WO 2018079843A1 JP 2017039370 W JP2017039370 W JP 2017039370W WO 2018079843 A1 WO2018079843 A1 WO 2018079843A1
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- WIPO (PCT)
- Prior art keywords
- gear
- transmission
- output
- transmission mechanism
- engagement device
- Prior art date
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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
- B60K6/22—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
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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
- B60K6/48—Parallel type
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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
- B60K6/50—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
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- 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
- F16H3/093—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 with two or more countershafts
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- 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
- F16H3/62—Gearings having three or more central gears
- F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
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- 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
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- 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
Definitions
- the present invention relates to a vehicle drive transmission device including an input member drivingly connected to an internal combustion engine, an output member drivingly connected to a wheel, and an automatic transmission.
- Patent Document 1 describes a dual clutch type automatic transmission.
- the automatic transmission described in Patent Document 1 includes a drive shaft (An), a driven shaft (Ab), a first clutch (K1), a second clutch (K2), and a first planetary gear box. (PG1) and a second planetary gearbox (PG2).
- the first clutch (K1) connects or disconnects the drive shaft (An) and the first planetary gear box (PG1)
- the second clutch (K2) connects the drive shaft (An) and the second planetary gear box (PG2).
- the automatic transmission alternately engages the first clutch (K1) and the second clutch (K2), thereby shifting the rotation of the drive shaft (An) and transmitting it to the driven shaft (Ab).
- the speed change mechanism is configured to be alternately switched between the first planetary gear box (PG1) and the second planetary gear box (PG2). That is, when the first clutch (K1) and the second clutch (K2) are alternately engaged, the rotation of the drive shaft (An) is changed by the gear stage formed by the first planetary gear box (PG1). The state and the state in which the rotation of the drive shaft (An) is changed by the shift speed formed by the second planetary gear box (PG2) are alternately realized.
- positioned, and a 2nd planetary gear box ( Gears constituting the spur gear stage (S2) corresponding to PG2) are arranged at different positions in the axial direction.
- a first clutch (K1) and a second clutch (K2) are also arranged on the shaft on which the drive shaft (An) is arranged.
- a first characteristic configuration of a vehicle drive transmission device including an input member drivingly connected to an internal combustion engine, an output member drivingly connected to a wheel, and an automatic transmission includes the automatic transmission.
- the machine includes a driving gear to which the rotational driving force of the input member is transmitted, a first driven gear that meshes with the driving gear, a second driven gear that meshes with the driving gear, and rotation of the first driven gear. And a second transmission gear that shifts the rotation of the second driven gear and transmits the rotation to the second output gear that meshes with the output member.
- a second engagement device, the drive gear, the first change The mechanism and the second speed change mechanism are arranged separately on three parallel shafts, and the first speed change mechanism is a planetary gear type, and is on one side in the axial direction from the first driven gear.
- the second speed change mechanism is a planetary gear type, is arranged on the first axial side relative to the second driven gear, and the first output gear is The second transmission gear is disposed on the second axial side than the second transmission mechanism, and the second output gear is disposed on the second axial side of the second transmission mechanism.
- the automatic transmission since the automatic transmission includes the drive gear that meshes with both the first driven gear and the second driven gear, the automatic transmission meshes with the first driven gear and the second gear.
- the first shaft the driving gear is disposed
- the first speed change mechanism disposed on the first axial direction side with respect to the first driven gear
- the first speed change mechanism disposed on the first axial direction side with respect to the second driven gear. Both the second transmission mechanism and the planetary gear type transmission mechanism are used.
- a 1st transmission mechanism and a 2nd transmission mechanism can be collectively arrange
- the first engagement device and the second engagement device for switching between the first transmission mechanism and the second transmission mechanism are provided, for example, the second transmission mechanism is disposed. It can be arranged on an axis different from the first axis, such as a third axis on which the axis and the second transmission mechanism are arranged. From the above, according to the first characteristic configuration, the number of members arranged on the first shaft can be reduced, and as a result, the entire apparatus can be reduced in the axial direction. .
- the first output gear is disposed on the second axial side with respect to the first transmission mechanism, and the second output gear is disposed on the second axial side with respect to the second transmission mechanism. Is done. That is, the first output gear is disposed on the same side as the drive gear in the axial direction with respect to the first transmission mechanism, and the second output gear is disposed on the same side as the drive gear in the axial direction with respect to the second transmission mechanism. Is done. Therefore, it is possible to arrange the first output gear and the second output gear so that the drive gear arranged on the first shaft and its peripheral structure (transmission shaft, other devices, etc.) overlap with the axial arrangement region. As a result, it is possible to reduce the size of the entire apparatus in the axial direction. As described above, according to the first characteristic configuration, when an automatic transmission having two transmission mechanisms and two engagement devices for switching between the two transmission mechanisms is provided, the axial size can be reduced. It is possible to realize a vehicle drive transmission device that can be realized.
- a second characteristic configuration of a vehicle drive transmission device including an input member drivingly connected to an internal combustion engine, an output member drivingly connected to a wheel, and an automatic transmission includes the automatic transmission.
- the machine includes a driving gear to which the rotational driving force of the input member is transmitted, a first driven gear that meshes with the driving gear, a second driven gear that meshes with the driving gear, and rotation of the first driven gear. And a second transmission gear that shifts the rotation of the second driven gear and transmits the rotation to the second output gear that meshes with the output member.
- a second engagement device, the drive gear, the first change The mechanism and the second speed change mechanism are arranged separately on three parallel shafts, and the first speed change mechanism is a planetary gear type, and is on one side in the axial direction from the first driven gear.
- the second speed change mechanism is a planetary gear type disposed on the first side in the axial direction relative to the second driven gear, the first output gear and the first gear. Both of the two output gears are in mesh with one gear of the output member.
- the automatic transmission since the automatic transmission includes the drive gear that meshes with both the first driven gear and the second driven gear, the automatic transmission meshes with the first driven gear and the second gear.
- the first shaft the driving gear is disposed
- the first speed change mechanism disposed on the first axial direction side relative to the first driven gear
- the first speed change mechanism disposed on the first axial direction side relative to the second driven gear. Both the second transmission mechanism and the planetary gear type transmission mechanism are used.
- a 1st transmission mechanism and a 2nd transmission mechanism can be collectively arrange
- the first engagement device and the second engagement device for switching between the first transmission mechanism and the second transmission mechanism are provided, for example, the second transmission mechanism is disposed. It can be arranged on an axis different from the first axis, such as a third axis on which the axis and the second transmission mechanism are arranged.
- the second characteristic configuration the number of members disposed on the first shaft can be reduced, and as a result, the entire apparatus can be reduced in the axial direction.
- both the first output gear and the second output gear mesh with one gear of the output member.
- the configuration of the output member can be simplified and the entire apparatus can be downsized in the axial direction as compared with the case where the output member includes a gear that meshes with the first output gear and a gear that meshes with the second output gear. Is possible.
- the axial size can be reduced. It is possible to realize a vehicle drive transmission device that can be realized.
- Skeleton diagram of an example of a vehicle drive transmission device according to the first embodiment The figure which shows an example of the arrangement
- Speed diagram of automatic transmission according to first embodiment Operation table of automatic transmission according to first embodiment Skeleton diagram of another example of the vehicle drive transmission device according to the first embodiment Skeleton diagram of vehicle drive transmission device according to second embodiment
- a first embodiment of a vehicle drive transmission device will be described with reference to the drawings.
- the common drive gear 13 corresponds to a “drive gear”
- the input shaft 90 corresponds to an “input member”
- the vehicle drive device 1 corresponds to a “vehicle drive transmission device”.
- driving connection means a state where two rotating elements are connected so as to be able to transmit driving force.
- This concept includes a state where the two rotating elements are coupled so as to rotate integrally, and a state where the two rotating elements are coupled so as to be able to transmit the driving force via one or more transmission members.
- Such transmission members include various members (shafts, gear mechanisms, belts, chains, etc.) that transmit rotation at the same speed or at different speeds, and an engagement device that selectively transmits rotation and driving force. (Such as a friction engagement device or a meshing engagement device) may be included.
- a differential gear mechanism for each rotating element of a planetary gear mechanism, a differential gear mechanism, or a mechanism (such as a first transmission mechanism 41 or a second transmission mechanism 42 described later) configured using a planetary gear mechanism or a differential gear mechanism.
- drive connection refers to a state in which three or more rotation elements included in the mechanism are connected to each other without intervening other rotation elements.
- the “rotary electric machine” is used as a concept including any of a motor (electric motor), a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary.
- overlapping when viewed in a certain direction means that when a virtual straight line parallel to the visual line direction is moved in each direction orthogonal to the virtual straight line, It means that the region where the virtual straight line intersects both of the two members exists at least in part.
- “overlapping in the radial direction” means that a region where the virtual straight line intersects both of the two members exists in at least a partial region in the circumferential direction.
- the “axial direction L”, “radial direction R”, and “circumferential direction” are based on the first axis A1 on which the input gear mechanism 10 is disposed (ie, , Based on the input gear mechanism 10 (see FIGS. 1 and 2).
- One side of the axial direction L is referred to as “axial first side L1”, and the other side of the axial direction L (opposite side to the axial first side L1) is referred to as “axial second side L2.”
- the first axial direction side L ⁇ b> 1 is a side on which the first transmission mechanism 41 and the second transmission mechanism 42 are disposed with respect to the input gear mechanism 10 in the axial direction L.
- FIG. 1 the first axial direction side L ⁇ b> 1 is a side on which the first transmission mechanism 41 and the second transmission mechanism 42 are disposed with respect to the input gear mechanism 10 in the axial direction L.
- the axial second side L ⁇ b> 2 is a side on which the internal combustion engine 2 is disposed with respect to the input gear mechanism 10 in the axial direction L.
- the direction about each member in the following description represents the direction in the state in which they were assembled to the vehicle drive device 1. Moreover, the term regarding the direction, position, etc. about each member is a concept including the state which has the difference by the error which can be accept
- the vehicle drive device 1 is a drive device (hybrid vehicle drive device) for driving a vehicle (hybrid vehicle) including both the internal combustion engine 2 and the rotating electrical machine 3 as a driving force source for the wheels 9. ).
- the vehicle drive device 1 causes the vehicle to travel by transmitting the torque of at least one of the internal combustion engine 2 and the rotating electrical machine 3 to the wheels 9.
- the vehicle drive device 1 of this embodiment is configured as a drive device for an FF (Front-Engine-Front-Drive) vehicle.
- the internal combustion engine 2 is expressed as ENG (Engine)
- M / G Motor / Generator
- the vehicle drive device 1 includes an input shaft 90 that is drivingly connected to the internal combustion engine 2, an output member 91 that is drivingly connected to the wheels 9, and an automatic transmission 4.
- the vehicle drive device 1 further includes a rotating electrical machine 3, a differential gear device 7, and a case 6.
- the case 6 accommodates at least the automatic transmission 4.
- the case 6 accommodates the rotating electrical machine 3 and the differential gear device 7 in addition to the automatic transmission 4.
- the internal combustion engine 2 is a prime mover (for example, a gasoline engine, a diesel engine, or the like) that is driven by combustion of fuel inside the engine to extract power.
- the input shaft 90 is drivingly connected to an output shaft (crankshaft or the like) of the internal combustion engine 2.
- the input shaft 90 is connected to rotate integrally with the output shaft of the internal combustion engine 2 or is drivingly connected to the output shaft of the internal combustion engine 2 via another member such as a damper.
- the differential gear device 7 distributes and transmits the rotation and torque input to the differential input gear 7a from the automatic transmission 4 side to the left and right output shafts 8 (that is, the left and right two wheels 9).
- the output shaft 8 is a shaft (drive shaft) that connects the differential gear device 7 and the wheel 9.
- the rotational driving force of the input shaft 90 is input to the automatic transmission 4 (input gear mechanism 10 to be described later), and the rotational driving force of the input shaft 90 shifted by the automatic transmission 4 is output to the output member 91.
- the rotational driving force input to the output member 91 from the automatic transmission 4 side is input to the differential gear device 7.
- the differential input gear 7a is used as the output member 91 (functions as the output member 91), and the rotational driving force of the input shaft 90 that is shifted by the automatic transmission 4 is the differential gear. Directly input to the device 7 (differential input gear 7a).
- the rotating electrical machine 3 is used as a driving force source for the wheels 9.
- the output rotating member 3a of the rotating electrical machine 3 is drivingly connected to an input gear mechanism 10 described later.
- the output rotating member 3 a is an output gear (specifically, an external gear) for outputting torque of the rotating electrical machine 3.
- the rotating electrical machine 3 includes a stator that is fixed to the case 6 and a rotor that is rotatably supported with respect to the stator.
- An output rotating member 3a is connected to the rotor of the rotating electrical machine 3 so as to rotate integrally.
- the rotating electrical machine 3 is electrically connected to a power storage device (not shown) such as a battery or a capacitor, and is powered by power supplied from the power storage device, or the torque of the internal combustion engine 2 or the inertial force of the vehicle.
- the electric power generated by is supplied to the power storage device to be stored.
- the automatic transmission 4 includes an input gear mechanism 10, a first driven gear 21, a second driven gear 22, a first transmission mechanism 41, a second transmission mechanism 42, One engagement device 51 and a second engagement device 52 are provided.
- the input gear mechanism 10 includes a common drive gear 13.
- the input gear mechanism 10 common drive gear 13
- the first speed change mechanism 41, and the second speed change mechanism 42 have three axes (first axis A1, second axis) that are parallel to each other. A2 and the third axis A3) are arranged separately.
- FIG. 2 shows the positional relationship of each component of the vehicle drive device 1 as viewed in the axial direction L.
- a reference pitch circle is indicated by a one-dot chain line, and for the rotating electrical machine 3, an outer diameter (rotation) is shown.
- the electric machine 3 is an inner rotor type, the outer peripheral surface of the stator is indicated by a solid line.
- the input gear mechanism 10 common drive gear 13
- the first speed change mechanism 41 the second speed change mechanism 42
- the differential gear device 7 the rotating electrical machine 3 have five shafts (first shaft) parallel to each other.
- the input gear mechanism 10 (common drive gear 13) is arranged on the first axis A1
- the first transmission mechanism 41 is arranged on the second axis A2
- the second transmission mechanism 42 is arranged on the third axis A3.
- the differential gear device 7 is disposed on the fourth axis A4, and the rotating electrical machine 3 is disposed on the fifth axis A5.
- the rotary electric machine 3 is arrange
- the second axis A2 (the central axis of the first transmission mechanism 41) and the third axis A3 (the central axis of the second transmission mechanism 42) are used.
- a fourth axis A4 (the center axis of the differential gear device 7 or the output member 91) is arranged on one side with respect to the connecting line segment X (virtual straight line), and the first side is arranged on the other side with respect to the line segment X.
- An axis A1 (the central axis of the input gear mechanism 10 or the input shaft 90) and a fifth axis A5 (the central axis of the rotating electrical machine 3) are arranged.
- the first axis A1 and the fifth axis A5 are arranged on the opposite side of the fourth axis A4 with respect to the plane including both the second axis A2 and the third axis A3.
- the second axis A2 when viewed in the axial direction L, is arranged on one side with respect to the line Y (virtual straight line) connecting the fourth axis A4 and the fifth axis A5, and the line segment A third axis A3 is arranged on the other side with respect to Y. That is, the third axis A3 is disposed on the opposite side of the second axis A2 with respect to the plane including both the fourth axis A4 and the fifth axis A5.
- the first driven gear 21 is disposed on the second axis A2 (that is, coaxially with the first transmission mechanism 41), and the second driven gear 22 is disposed on the third axis A3 (that is, And coaxially with the second speed change mechanism 42.
- the second driven gear 22 is disposed at a position overlapping the first driven gear 21 when viewed in the radial direction of the first driven gear 21.
- the first driven gear 21 and the second driven gear 22 are arranged at the same position in the axial direction L.
- the first engagement device 51 is disposed on the second axis A2 (that is, coaxially with the first transmission mechanism 41), and the second engagement device 52 is disposed on the third axis A3.
- the first engagement device 51 is arranged adjacent to the first axial side L1 with respect to the first driven gear 21, and the second engagement device 52 is axially aligned with respect to the second driven gear 22. Arranged adjacent to one side L1.
- the second engagement device 52 is disposed at a position overlapping the first engagement device 51 when viewed in the radial direction of the first engagement device 51.
- the first engagement device 51 and the second engagement device 52 are arranged at the same position in the axial direction L.
- the first speed change mechanism 41 is drivingly connected to the first driven gear 21 via the first engagement device 51, and is on the first axial side L ⁇ b> 1 with respect to the first engagement device 51.
- the second speed change mechanism 42 is drivingly connected to the second driven gear 22 via the second engagement device 52, and is adjacent to the first engagement side 52 in the axial direction with respect to the second engagement device 52. Has been placed.
- the axial direction L of the end portion on the second axial side L2 of each of the first transmission mechanism 41 and the second transmission mechanism 42 is determined. As a result, it is easy to increase the degree of overlap of the arrangement regions of the first transmission mechanism 41 and the second transmission mechanism 42 in the axial direction L.
- the input gear mechanism 10 is drivingly connected to the input shaft 90.
- the input gear mechanism 10 includes a common drive gear 13 that meshes with both the first driven gear 21 and the second driven gear 22, and the common driving gear 13 has a rotational driving force of the input shaft 90. Is transmitted.
- the common drive gear 13 is an external gear.
- the vehicle drive device 1 includes a third engagement device 53 that connects or disconnects the input shaft 90 and the input gear mechanism 10 (common drive gear 13). .
- the third engagement device 53 is provided in a power transmission path between the input shaft 90 and the input gear mechanism 10 (common drive gear 13).
- the third engagement device 53 is disposed coaxially with the common drive gear 13 on the second axial side L2 relative to the common drive gear 13.
- the output rotating member 3a of the rotating electrical machine 3 is drivingly connected to the common driving gear 13 without the third engagement device 53 interposed therebetween.
- the output rotating member 3a of the rotating electrical machine is drivingly connected to the common drive gear 13 without the first engaging device 51 and the second engaging device 52 interposed therebetween.
- the output rotating member 3 a of the rotating electrical machine 3 is connected so as to mesh with the common drive gear 13 or rotate integrally with the common drive gear 13. In the example shown in FIGS. 1 and 2, the output rotating member 3 a of the rotating electrical machine 3 is engaged with the common drive gear 13.
- the output rotating member 3a of the rotating electrical machine 3 meshes with the input gear mechanism 10 (common driving gear 13) at a position different from the first driven gear 21 and the second driven gear 22 in the circumferential direction. As described above, the output rotating member 3a of the rotating electrical machine 3 is disposed closer to the input shaft 90 than the first transmission mechanism 41 and the second transmission mechanism 42 in the power transmission path between the input shaft 90 and the output member 91. Connected to the member (in this embodiment, the common drive gear 13).
- the third engagement device 53 transmits only the torque of the internal combustion engine 2 to the wheels 9 and transmits the torque of both the internal combustion engine 2 and the rotating electrical machine 3 to the wheels 9 when executing the internal combustion engine travel mode in which the vehicle travels.
- the engaged state is controlled, and only the torque of the rotating electrical machine 3 is transmitted to the wheels 9 to control the release state when the electric travel mode for running the vehicle is executed. Is done. That is, the third engagement device 53 is provided to disconnect the internal combustion engine 2 from the wheel 9 when the electric travel mode is executed, and by disconnecting the internal combustion engine 2 from the wheel 9 when the electric travel mode is executed, Energy loss due to drag loss is suppressed.
- the first driven gear 21 is a gear that meshes with the input gear mechanism 10.
- the first driven gear 21 meshes with the common drive gear 13 included in the input gear mechanism 10.
- the first driven gear 21 is an external gear.
- the second driven gear 22 is a gear that meshes with the input gear mechanism 10.
- the second driven gear 22 meshes with the common drive gear 13 provided in the input gear mechanism 10. As shown in FIG. 2, the first driven gear 21 and the second driven gear 22 mesh with the common drive gear 13 at different positions in the circumferential direction.
- the second driven gear 22 is an external gear.
- the first speed change mechanism 41 is a speed change mechanism that changes the rotation of the first driven gear 21 and transmits it to the output member 91.
- the automatic transmission 4 has an output member 91 (in this embodiment, a differential input gear 7a) as a gear for transmitting the rotation of the first driven gear 21 changed by the first transmission mechanism 41 to the output member 91.
- the first output gear 31 is provided. In the present embodiment, the first output gear 31 is an external gear.
- the first transmission mechanism 41 changes the rotation of the first driven gear 21 and transmits it to the first output gear 31.
- the second speed change mechanism 42 is a speed change mechanism that changes the rotation of the second driven gear 22 and transmits it to the output member 91.
- the automatic transmission 4 has an output member 91 (in this embodiment, a differential input gear 7a) as a gear for transmitting the rotation of the second driven gear 22 that has been changed by the second transmission mechanism 42 to the output member 91.
- the second output gear 32 is provided.
- the first output gear 31 and the second output gear 32 mesh with the output member 91 at different positions in the circumferential direction with respect to the output member 91 (circumferential direction with reference to the fourth axis A4).
- both the first output gear 31 and the second output gear 32 are engaged with the differential input gear 7a which is one gear of the output member 91.
- the second output gear 32 is an external gear.
- the second speed change mechanism 42 changes the rotation of the second driven gear 22 and transmits it to the second output gear 32.
- the first output gear 31 is disposed on the second shaft A2 (that is, coaxially with the first transmission mechanism 41), and the second output gear 32 is connected to the third shaft. It is disposed on A3 (that is, coaxially with the second transmission mechanism 42).
- the first output gear 31 is formed with a smaller diameter than the first driven gear 21.
- the second output gear 32 is formed with a smaller diameter than the second driven gear 22.
- the first engagement device 51 is an engagement device that connects or disconnects the input shaft 90 and the first transmission mechanism 41.
- the second engagement device 52 is an engagement device that connects or disconnects the input shaft 90 and the second transmission mechanism 42.
- the first engagement device 51 and the second engagement device 52 are engagement devices for switching between the first transmission mechanism 41 and the second transmission mechanism 42.
- the first engagement device 51 and the second engagement device 52 are a transmission mechanism that changes the rotation of the input shaft 90 and transmits it to the output member 91. It is an engagement device for switching between.
- the input gear mechanism 10 includes the common drive gear 13 that meshes with both the first driven gear 21 and the second driven gear 22. Therefore, the first engagement device 51 and the second engagement device 52 are provided in a power transmission path between the common drive gear 13 and the transmission mechanism (41, 42). Specifically, the first engagement device 51 is provided in a power transmission path between the first driven gear 21 and the first transmission mechanism 41 (first sun gear S1 described later in the present embodiment). The driven gear 21 and the first transmission mechanism 41 are connected or disconnected. The second engagement device 52 is provided in a power transmission path between the second driven gear 22 and the second speed change mechanism 42 (second sun gear S2 described later in the present embodiment). The gear 22 and the second transmission mechanism 42 are connected or disconnected.
- the entire device is miniaturized as much as possible.
- a vehicle drive device that is disposed adjacent to the internal combustion engine 2 in the width direction of the vehicle such as a drive device for an FF vehicle
- the vehicle drive device is downsized in the axial direction L.
- the vehicle drive device 1 according to the present embodiment includes two transmission mechanisms (41, 42) and two engagement devices (51, 52) for switching between the two transmission mechanisms (41, 42). It is possible to suppress an increase in the size of the apparatus while including both the automatic transmission 4 provided with the rotating electric machine 3. Hereinafter, this point will be described.
- the first speed change mechanism 41 is a planetary gear type and is disposed on the first axial side L ⁇ b> 1 with respect to the first driven gear 21.
- the second speed change mechanism 42 is a planetary gear type, and is disposed on the first axial side L ⁇ b> 1 with respect to the second driven gear 22.
- the planetary gear type transmission mechanism is a transmission mechanism configured by using one or a plurality of planetary gear mechanisms, and the gear ratio is controlled by controlling the differential state of each planetary gear mechanism with a clutch or a brake. The speed change mechanism is changed.
- the first transmission mechanism 41 and the second transmission mechanism 42 do not have a parallel shaft gear type power transmission mechanism.
- the power transmission mechanism of the parallel shaft gear type is such that the transmission of power between a plurality of shafts (shafts whose positions are fixed) arranged in parallel with each other is based on the meshing of the gears disposed on each shaft.
- the first speed change mechanism 41 and the second speed change mechanism 42 configured by a planetary gear type speed change mechanism include an engagement device and a planetary gear mechanism.
- the first transmission mechanism 41 and the second transmission mechanism 42 which are planetary gear type transmission mechanisms, can be operated only by the planetary gear mechanism by re-engaging the engagement device (changing the engagement state of the engagement device). A transmission ratio is formed (or changed).
- the first driven gear 21 and the second driven gear 22 are arranged at the same position in the axial direction L.
- the first transmission mechanism 41 and the second transmission mechanism 42 are arranged such that arrangement regions in the axial direction L overlap each other. That is, the second transmission mechanism 42 is disposed at a position overlapping the first transmission mechanism 41 when viewed in the radial direction of the first transmission mechanism 41.
- the first transmission mechanism 41 and the second transmission mechanism 42 are disposed so as not to overlap each other when viewed in the axial direction L.
- the rotating electrical machine 3 is closer to the first axial side L1 than the input gear mechanism 10 (common drive gear 13) and is integrated with the input gear mechanism 10 (common drive gear 13) or the input gear mechanism 10 when viewed in the axial direction L. It arrange
- the members that rotate integrally with the input gear mechanism 10 include members that are arranged coaxially with the input gear mechanism 10 (here, on the first axis A1) and that always rotate integrally with the input gear mechanism 10. It is.
- the third engagement device 53 (specifically, the output side engagement member of the third engagement device 53) corresponds to such a member.
- a member that rotates integrally with the input gear mechanism 10 is a member that is disposed coaxially with the input gear mechanism 10 and that rotates integrally with the input gear mechanism 10 while being connected to the input gear mechanism 10. Can also be included.
- the input side engagement member and the input shaft 90 of the third engagement device 53 that rotate integrally with the input gear mechanism 10 in a directly connected state of the third engagement device 53 correspond to such a member.
- the rotating electrical machine 3 is disposed so as to overlap with the input gear mechanism 10 (common drive gear 13) when viewed in the axial direction L (see FIG. 2).
- the rotating electrical machine 3 is disposed so as to overlap with a member that rotates integrally with the input gear mechanism 10 when viewed in the axial direction L. Specifically, the rotating electrical machine 3 is third when viewed in the axial direction L.
- the engaging device 53 and the input shaft 90 are disposed so as to overlap.
- the rotating electrical machine 3 is disposed so as to overlap both the input gear mechanism 10 and the member that rotates integrally with the input gear mechanism 10 when viewed in the axial direction L.
- the rotating electrical machine 3 is disposed so as to overlap the axis (first axis A1) of the input gear mechanism 10 when viewed in the axial direction L.
- At least a part of the rotating electrical machine 3 is disposed at a position overlapping with each of the first transmission mechanism 41 and the second transmission mechanism 42 when viewed in the radial direction of the rotating electrical machine 3.
- the first speed change mechanism 41 disposed on the first axial side L1 relative to the first driven gear 21 is a planetary gear type speed change mechanism, so that it is more axial than the first driven gear 21.
- a member for transmitting power between the first shaft A1 where the input gear mechanism 10 is disposed and the second shaft A2 where the first transmission mechanism 41 is disposed is not disposed on the first side L1.
- the second speed change mechanism 42 disposed on the first axial side L1 with respect to the second driven gear 22 is a planetary gear type speed change mechanism, so that the first speed in the axial direction is higher than that of the second driven gear 22.
- a member for transmitting power between the first shaft A1 where the input gear mechanism 10 is disposed and the third shaft A3 where the second transmission mechanism 42 is disposed is not disposed. it can.
- the radial direction of the rotating electrical machine 3 is in a region overlapping with the input gear mechanism 10 or a member that rotates integrally with the input gear mechanism 10 when viewed in the axial direction L on the first axial side L1 from the input gear mechanism 10.
- the input gear mechanism 10 (common drive gear 13) or a member that rotates integrally with the input gear mechanism 10 as viewed in the axial direction L is overlapped in order to keep the dimension in the direction orthogonal to the axial direction L of the entire apparatus short.
- the rotating electrical machine 3 is disposed in the apparatus.
- the overall length in the axial direction L can be reduced.
- at least a part of the rotating electrical machine 3 is disposed in a region in the axial direction L where both the first transmission mechanism 41 and the second transmission mechanism 42 are disposed.
- the rotating electrical machine 3 is disposed so as not to overlap with either the first transmission mechanism 41 or the second transmission mechanism 42 when viewed in the axial direction L.
- the rotating member (that is, arranged on the first axis A1) is arranged on the first axial side L1 with respect to the input gear mechanism 10 (common drive gear 13) on the first axis A1. There is no rotating member).
- a parallel shaft gear type transmission mechanism capable of changing the transmission gear ratio is not provided on the first axial side L1 from the input gear mechanism 10 (common drive gear 13).
- the transmission mechanism of the parallel shaft gear type capable of changing the gear ratio is a transmission mechanism configured using the above-described parallel shaft gear type power transmission mechanism, and a combination of a plurality of gears arranged on each shaft. Among these, a speed change mechanism in which the speed ratio is changed by changing the combination connected to the shaft.
- a parallel shaft gear type speed change mechanism power transmission mechanism
- a parallel shaft gear type speed change mechanism such as a counter gear mechanism is fixed on the first axial side L1 from the input gear mechanism 10 (common drive gear 13). Is not provided.
- the output rotating member 3a of the rotating electrical machine 3 is formed with a smaller diameter than the common drive gear 13 that meshes with the output rotating member 3a. Therefore, in the present embodiment, the rotation of the rotating electrical machine 3 is decelerated and transmitted to the input gear mechanism 10 (common drive gear 13). As a result, compared with the case where the rotation of the rotating electrical machine 3 is transmitted to the input gear mechanism 10 (common drive gear 13) at the same speed or increased, the smaller rotating electrical machine 3 is used to obtain the same output torque. From this point, it is possible to reduce the size of the entire apparatus.
- the first output gear 31 is disposed on the second axial side L2 with respect to the first transmission mechanism 41, and the second output gear 32 is provided with the second transmission mechanism 42. It is arrange
- both the first output gear 31 and the second output gear 32 overlap with the third engagement device 53 when viewed in the radial direction R (in the present embodiment, the radial direction of the common drive gear 13).
- the second output gear 32 is disposed at a position overlapping the first output gear 31 when viewed in the radial direction of the first output gear 31.
- the first output gear 31 and the second output gear 32 are arranged at the same position in the axial direction L.
- the first output gear 31, the first driven gear 21, the first engagement device 51, and the first are sequentially arranged from the second axial side L2 on the second axis A2.
- the transmission mechanism 41 is arranged in this order, and the second output gear 32, the second driven gear 22, the second engagement device 52, and the second transmission mechanism 42 are sequentially arranged on the third axis A3 from the second axial side L2.
- the output gears (31, 32), the driven gears (21, 22), the engagement devices (51, 52), and the transmission mechanisms (41, 42) are arranged in this order from the second axial side L2. Yes.
- the automatic transmission 4 is a stepped automatic transmission capable of forming a plurality of shift stages having different gear ratios.
- the automatic transmission 4 includes six forward shift speeds (first speed 1st, second speed 2nd, third speed 3rd, fourth speed 4th, 5th stage 5th and 6th stage 6th) can be formed. These forward shift speeds gradually decrease in gear ratio from the first speed toward the sixth speed (that is, toward the high speed speed side).
- the “speed ratio” is the ratio of the rotational speed of the input gear mechanism 10 (common drive gear 13) to the rotational speed of the output member 91.
- the first speed change mechanism 41 forms an odd number of the plurality of forward speeds
- the second speed change mechanism 42 forms an even number of the plurality of forward speeds
- the odd-numbered gear is an odd-numbered gear when a plurality of forward shift gears are arranged in descending order of the gear ratio (in this embodiment, the first gear 1st, the third gear 3rd, and the fifth gear 5th).
- the even-numbered gear is an even-numbered gear when a plurality of forward gears are arranged in descending order of the gear ratio (in this embodiment, the second gear 2nd, the fourth gear 4th, and the sixth gear 6th). It is. Therefore, as shown in FIG.
- the automatic transmission 4 is not configured to be able to form a reverse gear, and any forward gear (for example, the first gear 1st) is formed when the vehicle is reverse.
- the rotating electrical machine 3 is configured to rotate in the direction opposite to that during forward movement.
- the output rotating member 3a of the rotating electrical machine 3 includes the first engagement device 51 (first clutch C1) and the second engagement device 52 in the power transmission path between the input shaft 90 and the output member 91. It is connected to a member (specifically, the common drive gear 13) disposed closer to the input shaft 90 than the (second clutch C2). Therefore, by engaging the first engagement device 51, the rotation of the rotating electrical machine 3 can be shifted by the first transmission mechanism 41 and transmitted to the output member 91, and the second engagement device 52 is engaged. Thus, the rotation of the rotating electrical machine 3 can be shifted by the second transmission mechanism 42 and transmitted to the output member 91.
- the electric travel mode can be realized by both odd-numbered stages formed by the first transmission mechanism 41 and even-numbered stages formed by the second transmission mechanism 42. Further, the hybrid travel mode is realized in both the odd-numbered stage formed by the first transmission mechanism 41 and the even-numbered stage formed by the second transmission mechanism 42 (that is, the assist torque is generated in the rotating electrical machine 3). ) And power generation by the rotating electrical machine 3 (that is, generating regenerative torque in the rotating electrical machine 3).
- the vehicle drive device 1 uses a power storage device that supplies power to the rotating electrical machine 3 as a drive device for a plug-in hybrid vehicle that can be charged by an external power source such as a household power source. It is configured to be possible. That is, in the present embodiment, when the gear stage having the smallest gear ratio (in this embodiment, the sixth gear 6th) is formed by the automatic transmission 4 (that is, the gear stage having the smallest gear ratio is selected).
- the magnitude of the output torque of the rotating electrical machine 3 is set to such a magnitude that the torque required for the output member 91 can be transmitted from the rotating electrical machine 3 even when the vehicle speed is high.
- the first speed change mechanism 41 includes two planetary gear mechanisms. That is, the first speed change mechanism 41 includes a first gear mechanism 71 configured using a planetary gear mechanism (here, two planetary gear mechanisms). Of the three rotating elements of each of the two planetary gear mechanisms, two are connected so as to rotate integrally with each other, thereby forming a planetary gear device having four rotating elements as a whole. ing. Specifically, as shown in FIG. 1, the first speed change mechanism 41 includes a first planetary gear mechanism 61 and a third planetary gear mechanism 63. The third planetary gear mechanism 63 is disposed adjacent to the first planetary gear mechanism 61 on the first axial side L1.
- the first planetary gear mechanism 61 is a double pinion type planetary gear mechanism
- the third planetary gear mechanism 63 is a single pinion type planetary gear mechanism.
- the ring gear (first ring gear R1) of the first planetary gear mechanism 61 and the ring gear (third ring gear R3) of the third planetary gear mechanism 63 are connected so as to rotate integrally, and the first planetary gear mechanism 61
- the carrier (first carrier CA1) and the sun gear (third sun gear S3) of the third planetary gear mechanism 63 are coupled to rotate integrally.
- the sun gear (first sun gear S1) of the first planetary gear mechanism 61 is connected to the first driven gear 21 via the first engagement device 51 (first clutch C1), and the first ring gear R1 and the third gear 3 are connected.
- the ring gear R3 is coupled to rotate integrally with the first output gear 31.
- the first speed change mechanism 41 includes a first brake B1 that selectively fixes the carrier (third carrier CA3) of the third planetary gear mechanism 63 to the case 6, and the first carrier CA1 and the third sun gear S3. And a third clutch C3 for selectively connecting the third carrier CA3 to the first carrier CA1 and the third sun gear S3.
- all of the first brake B1, the third brake B3, and the third clutch C3 are disposed on the first axial side L1 with respect to the first gear mechanism 71.
- the second speed change mechanism 42 includes two planetary gear mechanisms. That is, the second speed change mechanism 42 includes a second gear mechanism 72 configured using a planetary gear mechanism (here, two planetary gear mechanisms). Of the three rotating elements of each of the two planetary gear mechanisms, two are connected so as to rotate integrally with each other, thereby forming a planetary gear device having four rotating elements as a whole. ing. Specifically, as shown in FIG. 1, the second speed change mechanism 42 includes a second planetary gear mechanism 62 and a fourth planetary gear mechanism 64. The fourth planetary gear mechanism 64 is arranged adjacent to the second planetary gear mechanism 62 on the first axial side L1.
- the second planetary gear mechanism 62 is a single pinion type planetary gear mechanism
- the fourth planetary gear mechanism 64 is also a single pinion type planetary gear mechanism. That is, the second speed change mechanism 42 has a configuration different from that of the first speed change mechanism 41.
- the ring gear (second ring gear R2) of the second planetary gear mechanism 62 and the carrier (fourth carrier CA4) of the fourth planetary gear mechanism 64 are connected to rotate integrally, and the second planetary gear mechanism 62
- the carrier (second carrier CA2) and the ring gear (fourth ring gear R4) of the fourth planetary gear mechanism 64 are coupled to rotate integrally.
- the sun gear (second sun gear S2) of the second planetary gear mechanism 62 is connected to the second driven gear 22 via the second engagement device 52 (second clutch C2), and the second carrier CA2 and the fourth gear.
- Ring gear R4 is connected to rotate integrally with second output gear 32.
- the second speed change mechanism 42 includes the second brake B2 that selectively fixes the second ring gear R2 and the fourth carrier CA4 to the case 6, and the sun gear (fourth sun gear S4) of the fourth planetary gear mechanism 64.
- a fourth brake B4 that is selectively fixed to the second ring gear R4, and a fourth clutch C4 that selectively connects the second ring gear R2, the fourth carrier CA4, and the fourth sun gear S4.
- all of the second brake B 2, the fourth brake B 4, and the fourth clutch C 4 are arranged on the first axial side L 1 with respect to the second gear mechanism 72.
- the first speed change mechanism 41 includes two planetary gear mechanisms (specifically, the first planetary gear mechanism 61 and the third planetary gear mechanism 63) arranged side by side in the axial direction L.
- the second speed change mechanism 42 includes two planetary gear mechanisms (specifically, the second planetary gear mechanism 62 and the fourth planetary gear mechanism 64) arranged side by side in the axial direction L. That is, in this embodiment, the number arranged in the axial direction L of the planetary gear mechanism constituting the first transmission mechanism 41 is the same as the number arranged in the axial direction L of the planetary gear mechanism constituting the second transmission mechanism 42. Has been.
- the lengths of the first transmission mechanism 41 and the second transmission mechanism 42 in the axial direction L can be made the same or similar.
- the entire first transmission mechanism 41 it is possible to reduce the size of the entire apparatus in the axial direction L by disposing the most part and the whole or most of the second transmission mechanism 42 in the same region in the axial direction L.
- the first speed change mechanism 41 is a first gear mechanism 71 and a first speed change engagement device that is disposed closer to the first axial side L1 than the first gear mechanism 71 and controls the differential state of the first gear mechanism 71. (Here, the first brake B1, the third brake B3, and the third clutch C3).
- the second speed change mechanism 42 is a second gear mechanism 72 and a second speed change mechanism that is disposed on the first axial side L1 relative to the second gear mechanism 72 and controls the differential state of the second gear mechanism 72.
- a combination device here, the second brake B2, the fourth brake B4, and the fourth clutch C4.
- the first shift engagement device (B1, B3, C3) overlaps with the second shift engagement device (B2, B4, C4) when viewed in the radial direction of the second transmission mechanism 42. It is arranged at the position to do.
- the overlap between the first shift engagement device and the second shift engagement device is that at least one of the first shift engagement devices is viewed in the radial direction of the second shift mechanism 42. It means that it is arranged at a position overlapping with at least one of the second shifting engagement devices.
- the first brake B1 and the fourth brake B4 are arranged at the same position in the axial direction L
- the third clutch C3 and the fourth clutch C4 are arranged at the same position in the axial direction L
- the third brake B3 The second brake B2 is disposed at the same position in the axial direction L. Even with such a configuration, the lengths of the first transmission mechanism 41 and the second transmission mechanism 42 in the axial direction L can be made the same or similar.
- any of the first shift engagement devices may be arranged at a position that does not overlap with any of the second shift engagement devices when viewed in the radial direction of the second transmission mechanism 42. .
- FIG. 3 is a velocity diagram (collinear diagram) of the first transmission mechanism 41 and the second transmission mechanism 42 configured as described above.
- the vertical axis corresponds to the rotation speed of each rotation element (four rotation elements of the first transmission mechanism 41 and four rotation elements of the second transmission mechanism 42) shown in the upper part of FIG. Indicates that the rotational speed is zero, with the upper side being positive and the lower side being negative.
- the forward shift speeds are formed by controlling the engagement states of the respective engagement devices (C1, C2, C3, C4, B1, B2, B3, B4). .
- the parking range is to engage all four brakes (B1, B2, B3, B4) or two brakes (B1, B2, B3, B4) ( This is realized by engaging B1 and B3 or B2 and B4).
- a neutral range is implement
- the speed diagrams of the first speed change mechanism 41 and the second speed change mechanism 42 are shown so as to overlap each other so that the rotational speeds of the input gear mechanism 10 (common drive gear 13) are equal to each other.
- the second driven gear 22 is formed with a smaller diameter than the first driven gear 21. Therefore, the gear ratio between the input gear mechanism 10 (common drive gear 13) and the first transmission mechanism 41 (specifically, the rotating element that is drivingly connected to the input gear mechanism 10 in the first transmission mechanism 41) is set to the first transmission ratio.
- a gear ratio between the input gear mechanism 10 (common drive gear 13) and the second transmission mechanism 42 specifically, a rotating element that is drivingly connected to the input gear mechanism 10 in the second transmission mechanism 42).
- the first speed ratio and the second speed ratio are different from each other.
- the first gear ratio is the ratio of the rotational speed of the input gear mechanism 10 (common drive gear 13) to the rotational speed of the first driven gear 21
- the second gear ratio is the rotation of the second driven gear 22.
- the second gear ratio is smaller than the first gear ratio.
- the rotational speed of the second sun gear S2 (the rotational speed of the second driven gear 22) when the second clutch C2 is engaged is the same as that of the first clutch C1. It is higher than the rotational speed of the first sun gear S1 in this state (the rotational speed of the first driven gear 21).
- the first output gear 31 and the second output gear 32 are formed to have the same diameter. Therefore, the speed change ratio between the first speed change mechanism 41 (specifically, the rotating element that is drive-coupled to the output member 91 in the first speed change mechanism 41) and the output member 91 is the third speed change ratio, and the second speed change If the gear ratio between the mechanism 42 (specifically, the rotating element that is drivingly coupled to the output member 91 in the second transmission mechanism 42) and the output member 91 is the fourth gear ratio, The speed ratio and the fourth speed ratio are the same value.
- the ratio of the rotational speed of the first output gear 31 to the rotational speed of the output member 91 (third gear ratio) and the rotational speed of the second output gear 32 relative to the rotational speed of the output member 91 are as follows.
- the ratio (fourth transmission ratio) is the same.
- first driven gear 21 and the second driven gear 22 have different diameters, it is necessary to use two types of gears as the first driven gear 21 and the second driven gear 22.
- first driven gear 21 and the second driven gear 22 have a smaller torque that needs to be transmitted than the first output gear 31 and the second output gear 32, the required strength is ensured. Is easier. Therefore, compared with the case where two types of gears are used as the first output gear 31 and the second output gear 32, the manufacturing cost can be reduced.
- the gear ratio step (the ratio of the gear ratio between the adjacent gear speeds) in each of the combinations of adjacent gear speeds Without changing, the gear ratio between the first output gear 31 and the second output gear 32 and the differential input gear 7a is changed to change the gear ratio between the input gear mechanism 10 and the output member 91. Is possible. As a result, it is easy to change the transmission gear ratio between the input gear mechanism 10 and the output member 91 according to the vehicle type to be mounted on the vehicle drive device 1. In the configuration in which the first gear ratio and the second gear ratio are the same value, the first driven gear 21 and the second driven gear 22 are not changed without changing the gear ratio step in each of the adjacent gear speed combinations.
- the gear ratio between the input gear mechanism 10 and the output member 91 can be changed by changing the gear ratio between the input gear mechanism 10 and the input gear mechanism 10.
- both the minimum speed ratio realized by the first speed change mechanism 41 and the minimum speed ratio realized by the second speed change mechanism 42 are 1.
- the speed ratio realized by the first transmission mechanism 41 is the rotational speed (first speed) of the first sun gear S1 with respect to the rotational speeds of the first ring gear R1 and the third ring gear R3 (rotational speed of the first output gear 31). It is a ratio of the rotational speed of one driven gear 21).
- the speed ratio realized by the second speed change mechanism 42 here is the rotational speed (second speed) of the second sun gear S2 with respect to the rotational speed of the second carrier CA2 and the fourth ring gear R4 (rotational speed of the second output gear 32).
- the transmission ratio realized by the first transmission mechanism 41 is 1, which is the minimum. All the rotating elements (four rotating elements in this embodiment) of the speed change mechanism 41 are in a state of rotating integrally at the same speed. That is, the differential transmission of the planetary gear mechanism constituting the first transmission mechanism 41 is prohibited, so that the power transmission efficiency in the first transmission mechanism 41 becomes the highest. Further, in the present embodiment, when the automatic transmission 4 (second transmission mechanism 42) forms the sixth stage 6th, the transmission ratio realized by the second transmission mechanism 42 is the minimum 1, and in this state, All the rotating elements (four rotating elements in the present embodiment) of the second transmission mechanism 42 are in a state of rotating integrally at the same speed.
- the minimum speed ratio realized by the first speed change mechanism 41 or the second speed change mechanism 42 is generally realized during traveling as compared with other speed ratios realized by the first speed change mechanism 41 or the second speed change mechanism 42. Is long and has a great influence on the energy efficiency of the vehicle drive device 1. Therefore, as described above, for both the first transmission mechanism 41 and the second transmission mechanism 42, the minimum transmission ratio is set to 1, which maximizes the power transmission efficiency in the transmission mechanism (41, 42).
- the power transmission efficiency between the input gear mechanism 10 (common drive gear 13) and the output member 91 in a state in which the transmission ratio is realized is ensured to be high, and the energy efficiency of the vehicle drive device 1 is improved. It is possible to plan.
- the first speed ratio and the second speed ratio are different from each other, and the third speed ratio and the fourth speed ratio are the same value. Therefore, in the present embodiment, the product of the first speed ratio and the third speed ratio and the product of the second speed ratio and the fourth speed ratio are different from each other. Even when both the minimum transmission ratio realized and the minimum transmission ratio realized by the second transmission mechanism 42 are 1, the first transmission mechanism 41 realizes the minimum transmission ratio ( In the present embodiment, when the fifth stage 5th is formed) and when the second speed change mechanism 42 achieves the minimum gear ratio (in the present embodiment, the sixth stage 6th is formed). ), The gear ratio between the input gear mechanism 10 (common drive gear 13) and the output member 91 can be varied.
- the first speed ratio, the second speed ratio, and the third speed ratio are ratios of the rotational speeds of the members disposed on the input gear mechanism 10 side to the rotational speeds of the members disposed on the output member 91 side in the power transmission path, or All of the gear ratio, the second gear ratio, the third gear ratio, and the fourth gear ratio are arranged on the output member 91 side with respect to the rotation speed of the member arranged on the input gear mechanism 10 side in the power transmission path.
- the ratio of the rotation speed of the member is arranged.
- both the first engagement device 51 (first clutch C1) and the second engagement device 52 (second clutch C2) are friction engagement devices.
- the third engagement device 53 is also a friction engagement device.
- the friction engagement device is an engagement device that transmits torque by a frictional force generated between engagement members engaged with each other.
- a hydraulically driven frictional engagement device or an electromagnetically driven frictional engagement device can be used as the first engagement device 51, the second engagement device 52, and the third engagement device 53.
- the first engagement device 51 is engaged and the second engagement device 52 is released. Further, in this state, the rotation of the input gear mechanism 10 (common drive gear 13) is shifted by the first transmission mechanism 41 forming an odd number of stages and transmitted to the output member 91, so that the internal combustion engine 2 and the rotation are rotated.
- the wheel 9 is driven by at least one output torque of the electric machine 3, and the second speed change mechanism 42 predicts a shift change of two even speed stages adjacent to the odd speed speed formed by the first speed change mechanism 41.
- the even numbered stage is formed, and a shift-up or shift-down standby state is established.
- the first engagement device 51 When shifting from this state to an even number, the first engagement device 51 is released and the second engagement device 52 is engaged, but the first engagement device 51 and the second engagement device 52 are engaged. Since both of them are friction engagement devices, the second engagement device 52 can be engaged in a state in which the first engagement device 51 is controlled to the sliding engagement state. That is, the second engagement device 52 is in a state where the output torque of at least one of the internal combustion engine 2 and the rotating electrical machine 3 is transmitted to the output member 91 and the wheel 9 via the first engagement device 51 in the slip engagement state. Can be shifted from an odd number to an even number while maintaining transmission of power to the output member 91.
- the output torque of at least one of the internal combustion engine 2 and the rotating electrical machine 3 is transmitted to the output member 91 and the wheel 9 via the second engagement device 52 in the sliding engagement state.
- the first engagement device 51 by engaging the first engagement device 51, it is possible to shift-change from an even number to an odd number while maintaining transmission of power to the output member 91.
- all of the engagement devices included in the first transmission mechanism 41 and the second transmission mechanism 42 are meshing engagement devices (dog clutches). That is, in the example shown in FIG. 1, both of the shift stage switching in the first transmission mechanism 41 and the shift stage switching in the second transmission mechanism 42 are switching of the engagement state by the meshing engagement device. Is done. For example, by using a meshing engagement device driven by an electric actuator for these engagement devices, it is possible to greatly reduce the number of components that are hydraulically operated.
- the meshing engagement device is provided with a synchronization mechanism (synchronization mechanism) that synchronizes the rotation of the two rotation members to be engaged.
- the meshing engagement device includes a sleeve 80 that moves in the axial direction L, and the engagement state of the meshing engagement device is changed by switching the position of the sleeve 80 in the axial direction L. Can be switched.
- the third clutch C ⁇ b> 3 and the first brake B ⁇ b> 1 are configured as a meshing engagement device having a common sleeve 80, and the first clutch C ⁇ b> 3 and the first brake B ⁇ b> 1 Only the third clutch C3 of the three clutches C3 and the first brake B1 is engaged, Only the first brake B1 of the third clutch C3 and the first brake B1 is engaged, The state where both of the first brakes B1 are released is switched.
- the fourth clutch C ⁇ b> 4 and the fourth brake B ⁇ b> 4 are configured as a meshing engagement device having a common sleeve 80, and depending on the position of the sleeve 80 in the axial direction L.
- a state in which only the fourth clutch C4 of the fourth clutch C4 and the fourth brake B4 is engaged, a state in which only the fourth brake B4 of the fourth clutch C4 and the fourth brake B4 is engaged, a fourth clutch The state where both C4 and the fourth brake B4 are released is switched.
- FIG. 1 the configuration in which all of the engagement devices included in the first transmission mechanism 41 and the second transmission mechanism 42 are meshing engagement devices is illustrated.
- a band brake having a brake band 81 can also be used.
- the brake band 81 is wound around the outer peripheral portion of a cylindrical member that rotates integrally with the rotating element to be braked, and the rotating element is fixed to the case 6 by tightening the brake band 81.
- FIG. 5 the arrangement of one meshing engagement device in the axial direction L by changing the second brake B2 and the third brake B3 from the meshing engagement device to the band brake.
- the first transmission mechanism 41 and the second transmission mechanism 42 can be shortened in the axial direction L in accordance with the space reduction.
- the first shift engagement device that is arranged on the first axial side L1 relative to the first gear mechanism 71 and controls the differential state of the first gear mechanism 71 is the first brake.
- B1 and the third clutch C3 are arranged on the first axial side L1 relative to the second gear mechanism 72, and the second shift engagement device for controlling the differential state of the second gear mechanism 72 is a fourth brake.
- the first shift engagement devices (B1, C3) are arranged at positions overlapping with the second shift engagement devices (B4, C4) when viewed in the radial direction of the second transmission mechanism.
- the vehicle drive device 1 (vehicle drive transmission device) according to the present embodiment includes a rotating electrical machine 3 and a third engagement device 53 unlike the first embodiment. Absent. That is, the vehicle drive device 1 according to the present embodiment is a drive device (drive transmission device) for driving a vehicle (engine vehicle) having only the internal combustion engine 2 as a drive force source for the wheels 9.
- the automatic transmission 4 according to this embodiment has the same configuration as the automatic transmission 4 according to the first embodiment. That is, the automatic transmission 4 is not configured to be capable of forming a reverse gear. Therefore, the vehicle drive device 1 according to the present embodiment includes the forward / reverse switching device 5 in the power transmission path between the input shaft 90 and the input gear mechanism 10 (common drive gear 13). In the present embodiment, the forward / reverse switching device 5 is disposed coaxially with the common drive gear 13 on the second axial side L2 relative to the common drive gear 13. In the present embodiment, both the first output gear 31 and the second output gear 32 are arranged so as to overlap the forward / reverse switching device 5 when viewed in the radial direction R.
- the forward / reverse switching device 5 is a device that switches the rotation direction of the input shaft 90 transmitted to the common drive gear 13 between a positive direction (rotation direction for moving the vehicle forward) and a negative direction (rotation direction for moving the vehicle backward). is there.
- the same direction as the rotation direction of the input shaft 90 driven by the internal combustion engine 2 is the positive direction
- the reverse direction to the rotation direction of the input shaft 90 driven by the internal combustion engine 2 is the negative direction.
- the forward / reverse switching device 5 is controlled so that the rotation direction of the common drive gear 13 becomes a positive direction when the vehicle moves forward
- the vehicle is controlled by the driving force of the internal combustion engine 2 by controlling the rotation direction of the common drive gear 13 to be a negative direction while the automatic transmission 4 forms the first stage 1st or the second stage 2nd. Can be reversed.
- the forward / reverse switching device 5 includes a fifth planetary gear mechanism 65 (an example of a switching gear mechanism), a forward engagement device 54, and a reverse travel device. Engaging device 55.
- the fifth planetary gear mechanism 65 is a double pinion type planetary gear mechanism.
- the sun gear of the fifth planetary gear mechanism 65 is connected to rotate integrally with the input shaft 90, and the carrier of the fifth planetary gear mechanism 65 is connected to rotate integrally with the common drive gear 13.
- the forward engagement device 54 is a clutch that selectively connects the sun gear of the fifth planetary gear mechanism 65 and the carrier, and the reverse engagement device 55 is configured to connect the ring gear of the fifth planetary gear mechanism 65 to the case 6.
- This brake is selectively fixed to the brake.
- the rotation direction of the common drive gear 13 is the same as the rotation direction of the input shaft 90 to advance the vehicle. Can do. Further, in a state where the forward engagement device 54 is released and the reverse engagement device 55 is engaged, the rotation direction of the common drive gear 13 is opposite to the rotation direction of the input shaft 90, and the vehicle is moved backward. Can be made.
- the first gear ratio and the second gear ratio have different values
- the third gear ratio and the fourth gear ratio have the same value as an example.
- the first gear ratio and the second gear ratio have the same value
- the third gear ratio and the fourth gear ratio have different values.
- a configuration may be employed in which the first transmission ratio and the second transmission ratio are different from each other, and the third transmission ratio and the fourth transmission ratio are different from each other.
- the product of the first gear ratio and the third gear ratio and the product of the second gear ratio and the fourth gear ratio are different from each other. Described as an example. However, without being limited to such a configuration, a plurality of transmission ratios realized by the first transmission mechanism 41 (ratio of the rotational speed of the first driven gear 21 to the rotational speed of the first output gear 31), and When the plurality of gear ratios (ratio of the rotational speed of the second driven gear 22 to the rotational speed of the second output gear 32) realized by the second transmission mechanism 42 are all different from each other, The product of the transmission gear ratio and the third transmission gear ratio and the product of the second transmission gear ratio and the fourth transmission gear ratio may be the same.
- the minimum speed ratio realized by the first speed change mechanism 41 ratio of the rotational speed of the first driven gear 21 to the rotational speed of the first output gear 31
- both the minimum speed ratio realized by the second speed change mechanism 42 ratio of the rotational speed of the second driven gear 22 to the rotational speed of the second output gear 32
- the configuration is not limited to such a configuration, and only one of the minimum speed ratio realized by the first speed change mechanism 41 and the minimum speed ratio realized by the second speed change mechanism 42 is 1.
- both of the minimum speed ratio realized by the first speed change mechanism 41 and the minimum speed ratio realized by the second speed change mechanism 42 may be different from 1.
- the configuration in which the output rotating member 3a of the rotating electrical machine 3 is engaged with the common drive gear 13 has been described as an example.
- the configuration is not limited to such a configuration, and the output rotation member 3a of the rotating electrical machine 3 and the common drive gear 13 may be driven and connected via another transmission member (such as an idler gear).
- another transmission member such as an idler gear
- the output rotating member 3a of the rotating electrical machine 3 is configured to mesh with the first driven gear 21 or the second driven gear 22
- the output rotating member 3a and the common driving gear 13 of the rotating electrical machine 3 are connected to the first driven gear 21 or the second driven gear 22. It can be configured to be driven and connected via the driven gear 21 or the second driven gear 22.
- the configuration in which the rotating electrical machine 3 is disposed on a different shaft from the input gear mechanism 10 has been described as an example.
- the configuration is not limited to such a configuration, and the rotary electric machine 3 may be arranged coaxially with the input gear mechanism 10.
- the output rotating member 3a of the rotating electrical machine 3 may be connected so as to rotate integrally with the common drive gear 13.
- the output rotating member 3a can be a shaft member that rotates integrally with the rotor of the rotating electrical machine 3 instead of the output gear as in the above embodiments.
- a configuration in which both the first output gear 31 and the second output gear 32 are arranged so as to overlap the third engagement device 53 when viewed in the radial direction R is taken as an example.
- the configuration is not limited to such a configuration, and both the first output gear 31 and the second output gear 32 do not overlap with the third engagement device 53 when viewed in the radial direction R (the third engagement device). 53 may be arranged at a different position in the axial direction L).
- the first output gear 31 is disposed on the second axial side L2 from the first transmission mechanism 41, and the second output gear 32 is the second transmission mechanism 42.
- the configuration arranged on the second axial side L2 is described as an example. However, without being limited to such a configuration, the first output gear 31 is disposed on the first axial side L1 relative to the first transmission mechanism 41, and the second output gear 32 is provided by the second transmission mechanism 42. Also, it may be configured to be arranged on the first axial side L1. Further, the first output gear 31 is arranged in the arrangement region in the axial direction L of the first transmission mechanism 41, and the second output gear 32 is arranged in the arrangement region in the axial direction L of the second transmission mechanism 42. It can also be configured.
- the 2nd engagement apparatus 52 is arrange
- both the first output gear 31 and the second output gear 32 are arranged so as to overlap the forward / reverse switching device 5 when viewed in the radial direction R. did.
- both the first output gear 31 and the second output gear 32 do not overlap with the forward / reverse switching device 5 when viewed in the radial direction R (the forward / backward switching device 5 and May be arranged at different positions in the axial direction L).
- the configuration in which the differential input gear 7a is used as the output member 91 has been described as an example.
- a gear mechanism e.g., a power transmission path between the first transmission mechanism 41 and the second transmission mechanism 42 and the differential gear device 7 (differential input gear 7a)).
- a counter gear mechanism may be provided, and a gear included in the gear mechanism may be used as the output member 91 (functions as the output member 91).
- the output member 91 may include a gear that meshes with the first output gear 31 and a gear that meshes with the second output gear 32.
- the configurations of the first transmission mechanism 41 and the second transmission mechanism 42 shown in the first and second embodiments are merely examples, and specific configurations of the first transmission mechanism 41 and the second transmission mechanism 42 (
- the type of planetary gear mechanism used (single pinion type, double pinion type, Ravigneaux type, etc.), the number of planetary gear mechanisms used, the arrangement of engaging devices for each rotating element, etc. can be changed as appropriate.
- the automatic transmission 4 (at least one of the first transmission mechanism 41 and the second transmission mechanism 42) can be configured to be capable of forming a reverse gear.
- the front and rear It is possible to adopt a configuration in which the forward / reverse switching device 5 is not provided.
- the configuration in which the vehicle drive device 1 includes the third engagement device 53 has been described as an example. However, without being limited to such a configuration, the vehicle drive device 1 does not include the third engagement device 53, and the input shaft 90 and the input gear mechanism 10 (common drive gear 13) rotate integrally. You can also
- a vehicle drive transmission device comprising an input member (90) drivingly connected to the internal combustion engine (2), an output member (91) drivingly connected to the wheels (9), and an automatic transmission (4) ( 1), in which the automatic transmission (4) includes a drive gear (13) to which a rotational driving force of the input member (90) is transmitted and a first driven gear (13) meshed with the drive gear (13). 21), a second driven gear (22) meshed with the drive gear (13), and a first output gear meshed with the output member (91) by shifting the rotation of the first driven gear (21).
- a first transmission mechanism (41) that transmits to (31) and a second transmission gear (32) that shifts the rotation of the second driven gear (22) and meshes with the output member (91).
- the drive gear (13), the first speed change mechanism (41), and the second speed change mechanism (42) are arranged separately on three mutually parallel shafts (A1, A2, A3).
- the first transmission mechanism (41) is a planetary gear type, and is disposed on the first axial side (L1), which is one side in the axial direction (L) relative to the first driven gear (21).
- the second transmission mechanism (42) is a planetary gear type, and is disposed on the first axial side (L1) of the second driven gear (22), and the first output gear (31).
- the second axial side (L Disposed), said second output gear (32) is arranged in the axial direction second side (L2) than said second speed change mechanism (42).
- the automatic transmission (4) since the automatic transmission (4) includes the drive gear (13) that meshes with both the first driven gear (21) and the second driven gear (22), the automatic transmission (4) Compared with the case where each has a gear that meshes with the first driven gear (21) and a gear that meshes with the second driven gear (22), the input member (90), the first driven gear (21), and the first gear.
- the gear mechanism provided on the first shaft (A1) (the shaft on which the drive gear (13) is arranged) in order to transmit power between the two driven gears (22). Space can be kept short.
- both the second transmission mechanism (42) arranged on the first axial side (L1) is a planetary gear type transmission mechanism.
- a 1st transmission mechanism (41) and a 2nd transmission mechanism (42) can be collectively arrange
- the first engagement device (51) and the second engagement device (52) for switching between the first transmission mechanism (41) and the second transmission mechanism (42) are provided, for example, Arranged on an axis different from the first axis (A1), such as the second axis (A2) where the one speed change mechanism (41) is arranged and the third axis (A3) where the second speed change mechanism (42) is arranged.
- the number of members disposed on the first shaft (A1) can be reduced, and as a result, the overall size of the device in the axial direction (L) can be reduced. It becomes possible.
- a 1st output gear (31) is arrange
- the first output gear (31) and the second output gear (32) are connected to the drive gear (13) disposed on the first shaft (A1) and its peripheral structure (such as a transmission shaft and other devices) in the axial direction. It becomes possible to arrange so that the arrangement area of (L) overlaps, and as a result, it is possible to reduce the size of the entire apparatus in the axial direction (L).
- the automatic transmission having the two transmission mechanisms (41, 42) and the two engagement devices (51, 52) for switching between the two transmission mechanisms (41, 42).
- the vehicle drive transmission device (1) capable of reducing the axial direction (L) can be realized.
- a vehicle drive transmission device comprising an input member (90) drivingly connected to the internal combustion engine (2), an output member (91) drivingly connected to the wheels (9), and an automatic transmission (4) ( 1), in which the automatic transmission (4) includes a drive gear (13) to which a rotational driving force of the input member (90) is transmitted and a first driven gear (13) meshed with the drive gear (13). 21), a second driven gear (22) meshed with the drive gear (13), and a first output gear meshed with the output member (91) by shifting the rotation of the first driven gear (21).
- a first transmission mechanism (41) that transmits to (31) and a second transmission gear (32) that shifts the rotation of the second driven gear (22) and meshes with the output member (91).
- the drive gear (13), the first speed change mechanism (41), and the second speed change mechanism (42) are arranged separately on three shafts (A1, A2, A3) parallel to each other.
- the first transmission mechanism (41) is a planetary gear type, and is disposed on the first axial side (L1), which is one side in the axial direction (L) relative to the first driven gear (21).
- the second transmission mechanism (42) is a planetary gear type, and is disposed on the first axial side (L1) of the second driven gear (22), and the first output gear (31).
- the second output gear (32) meshes with one gear (7a) of the output member (91). That.
- the automatic transmission (4) since the automatic transmission (4) includes the drive gear (13) that meshes with both the first driven gear (21) and the second driven gear (22), the automatic transmission (4) Compared with the case where each has a gear that meshes with the first driven gear (21) and a gear that meshes with the second driven gear (22), the input member (90), the first driven gear (21), and the first gear.
- the gear mechanism provided on the first shaft (A1) (the shaft on which the drive gear (13) is arranged) in order to transmit power between the two driven gears (22). Space can be kept short.
- both the second transmission mechanism (42) arranged on the first axial side (L1) is a planetary gear type transmission mechanism.
- a 1st transmission mechanism (41) and a 2nd transmission mechanism (42) can be collectively arrange
- the first engagement device (51) and the second engagement device (52) for switching between the first transmission mechanism (41) and the second transmission mechanism (42) are provided, for example, Arranged on an axis different from the first axis (A1), such as the second axis (A2) where the one speed change mechanism (41) is arranged and the third axis (A3) where the second speed change mechanism (42) is arranged.
- the number of members disposed on the first shaft (A1) can be reduced, and as a result, the overall size of the device in the axial direction (L) can be reduced. It becomes possible.
- both the 1st output gear (31) and the 2nd output gear (32) mesh with one gear (7a) of the output member (91). Therefore, the configuration of the output member (91) is simplified compared to the case where the output member (91) includes a gear that meshes with the first output gear (31) and a gear that meshes with the second output gear (32). Thus, it is possible to reduce the size of the entire apparatus in the axial direction (L).
- the automatic transmission having the two transmission mechanisms (41, 42) and the two engagement devices (51, 52) for switching between the two transmission mechanisms (41, 42).
- the vehicle drive transmission device (1) capable of reducing the axial direction (L) can be realized.
- the first output gear (31) is disposed on the second axial side (L2) opposite to the first axial direction (L1) with respect to the first transmission mechanism (41), It is preferable that the second output gear (32) is disposed on the second axial side (L2) with respect to the second transmission mechanism (42).
- the first output gear (31) is disposed on the same side as the drive gear (13) in the axial direction (L) with respect to the first transmission mechanism (41), and the second output gear (32). Is disposed on the same side as the drive gear (13) in the axial direction (L) with respect to the second transmission mechanism (42). Therefore, the first output gear (31) and the second output gear (32) are connected to the drive gear (13) disposed on the first shaft (A1) and its peripheral structure (such as a transmission shaft and other devices) in the axial direction. It becomes possible to arrange so that the arrangement area of (L) overlaps, and as a result, it is possible to reduce the size of the entire apparatus in the axial direction (L).
- the vehicle drive transmission device (1) having each configuration described above further includes a rotating electrical machine (3), and the output rotating member (3a) of the rotating electrical machine (3) includes the first engagement device (51) and the It is preferable that the drive gear (13) is drivingly connected without passing through the second engagement device (52).
- the output torque of the internal combustion engine (2) is set by changing the state of the automatic transmission (4) to a state where the rotation of the drive gear (13) can be shifted and transmitted to the output member (91).
- the output torque of the rotating electrical machine (3) can be transmitted to the wheels (9). Therefore, the hybrid travel mode in which the vehicle is driven by transmitting the torques of both the internal combustion engine (2) and the rotating electrical machine (3) to the wheels (9), or only the torque of the rotating electrical machine (3) is transmitted to the wheels (9).
- the output rotating member (3a) of the rotating electrical machine (3) is connected to the drive gear (13) without passing through the first engaging device (51) and the second engaging device (52).
- the speed change mechanism that changes the rotation of the drive gear (13) and transmits it to the output member (91) is switched to either the first speed change mechanism (51) or the second speed change mechanism (52). Even in a state where the rotation of the drive gear (13) is performed, the torque of the rotating electrical machine (3) is transmitted to the wheels (9) via the speed change mechanism which is switched to a state where the rotation of the drive gear (13) is shifted and transmitted to the output member (91).
- the hybrid travel mode and the electric travel mode can be realized.
- a third engagement device (53) is further provided, and the third engagement device (53) connects or disconnects the input member (90) and the drive gear (13), and the rotating electrical machine
- the output rotation member (3a) of (3) is preferably driven and connected to the drive gear (13) without the third engagement device (53).
- the output rotating member (3a) of the rotating electrical machine (3) is drivingly connected to the drive gear (13) without passing through the third engaging device (53).
- the output torque of the rotating electrical machine (3) can be transmitted to the wheel (9) regardless of the state of engagement of 53). Therefore, the energy loss caused by the drag loss of the internal combustion engine (2) is suppressed by releasing the third engagement device (53) and disconnecting the internal combustion engine (2) from the wheel (9) when the electric travel mode is executed. can do.
- the third engagement device (53) is more axially first than the drive gear (13).
- the first output gear (31) and the second output gear (32) are arranged coaxially with the drive gear (13) on the second axial side (L2) opposite to the side (L1). Is preferably arranged so as to overlap the third engagement device (53) when viewed in the radial direction (R) of the drive gear (13).
- the first output gear (31) and the second output gear (31) overlap the third engagement device (53) when viewed in the radial direction (R).
- the axial length of the space occupied by the second output gear (32) and the third engagement device (53) can be shortened, and as a result, the axial size (L) of the entire device can be further reduced. More can be achieved.
- the vehicle drive transmission device (1) having each configuration described above further includes a rotating electrical machine (3), and an output rotating member (3a) of the rotating electrical machine (3) is drivingly connected to the drive gear (13), At least a part of the rotating electrical machine (3) is disposed at a position overlapping with each of the first transmission mechanism (41) and the second transmission mechanism (42) when viewed in the radial direction of the rotating electrical machine (3).
- the rotating electrical machine (3) is closer to the first axial side (L1) than the drive gear (13) and viewed in the axial direction (L), the drive gear (13) or the drive gear ( It is preferable that they are arranged so as to overlap with the member that rotates integrally with 13).
- the output torque of the internal combustion engine (2) is set by changing the state of the automatic transmission (4) to a state where the rotation of the drive gear (13) can be shifted and transmitted to the output member (91).
- the output torque of the rotating electrical machine (3) can be transmitted to the wheels (9). Therefore, the hybrid travel mode in which the vehicle is driven by transmitting the torques of both the internal combustion engine (2) and the rotating electrical machine (3) to the wheels (9), or only the torque of the rotating electrical machine (3) is transmitted to the wheels (9).
- At least a part of the rotating electrical machine (3) is configured so that each of the first transmission mechanism (41) and the second transmission mechanism (42) is viewed in the radial direction of the rotating electrical machine (3).
- the rotary electric machine (3) is located on the first side (L1) in the axial direction from the drive gear (13) and viewed in the axial direction (L), or the drive gear (13) or drive Since it is arranged so as to overlap with the member that rotates integrally with the gear (13), the expansion of the overall size of the device by arranging the rotating electrical machine (3) is orthogonal to the axial direction (L) and the axial direction (L). The entire apparatus can be reduced in size by suppressing both directions.
- the 1st speed change mechanism (41) arrange
- Both the second transmission mechanism (42) arranged at (L1) is a planetary gear type transmission mechanism. Accordingly, a member for transmitting power between the first shaft (A1) and the second shaft (A2) is disposed on the first axial side (L1) of the first driven gear (21). And a member for transmitting power between the first shaft (A1) and the third shaft (A3) on the first axial side (L1) relative to the second driven gear (22). It can be set as the structure which is not arrange
- the region is located on the first axial side (L1) of the drive gear (13) and overlaps with the drive gear (13) or a member that rotates integrally with the drive gear (13) when viewed in the axial direction (L).
- the rotary electric machine (3) is disposed in the rotary electric machine (3), the rotary electric machine is located at a position overlapping with each of the first transmission mechanism (41) and the second transmission mechanism (42) when viewed in the radial direction of the rotary electric machine (3).
- the rotary electric machine is located at a position overlapping with each of the first transmission mechanism (41) and the second transmission mechanism (42) when viewed in the radial direction of the rotary electric machine (3).
- the output rotating member (3a) of the rotating electrical machine (3) meshes with the drive gear (13) or is integrated with the drive gear (13). It is preferable that they are connected so as to rotate.
- the output torque of the rotating electrical machine (3) is converted to the speed change mechanism (41, 42) using the drive gear (13) for inputting the rotation of the input member (90) to the speed change mechanism (41, 42). 42). Therefore, compared with the case where the gear for inputting the output torque of the rotating electrical machine (3) to the speed change mechanism (41, 42) is provided separately from the drive gear (13), the configuration of the vehicle drive transmission device (1).
- the overall apparatus can be reduced in size.
- the second transmission mechanism (42) overlaps the first transmission mechanism (41) when viewed in the radial direction of the first transmission mechanism (41). It is suitable if it is arranged in a position.
- the first transmission mechanism (41) and the second transmission mechanism (42) can be arranged such that the arrangement regions in the axial directions (L) overlap with each other.
- the length of the space (4) occupied in the axial direction (L) can be kept short, and the entire apparatus can be downsized in the axial direction (L).
- the second engagement device (52) is disposed at a position overlapping the first engagement device (51) when viewed in the radial direction of the first engagement device (51). .
- the first engagement device (51) and the second engagement device (52) can be arranged such that the arrangement regions in the axial directions (L) overlap each other.
- the second speed change mechanism (42) connected to the second transmission mechanism in the axial direction (L) can be increased to reduce the size of the entire apparatus in the axial direction (L).
- the number of planetary gear mechanisms (61, 63) constituting the first transmission mechanism (41) arranged in the axial direction (L) and the planetary gear mechanisms (62, 63) constituting the second transmission mechanism (42). 64) are preferably the same in the axial direction (L).
- the lengths of the first transmission mechanism (41) and the second transmission mechanism (42) in the axial direction (L) can be the same or approximately the same, so the first transmission mechanism (41 ) And the whole or most of the second speed change mechanism (42) are arranged in the same region in the axial direction (L), thereby reducing the size of the entire device in the axial direction (L). it can.
- the first speed change mechanism (41) includes a first gear mechanism (71) configured using planetary gear mechanisms (61, 63), and the first axial direction mechanism than the first gear mechanism (71).
- a first shift engagement device (B1, B3, C3) disposed on the side (L1) for controlling the differential state of the first gear mechanism (71), and the second shift mechanism (42) Are arranged on the first side (L1) in the axial direction from the second gear mechanism (72) and the second gear mechanism (72) configured using the planetary gear mechanism (62, 64).
- the lengths of the first transmission mechanism (41) and the second transmission mechanism (42) in the axial direction (L) can be the same or approximately the same, so the first transmission mechanism (41 ) And at least a part of the second transmission mechanism (42) can be arranged in the same region in the axial direction (L), so that the entire device can be reduced in the axial direction (L).
- a parallel shaft gear type speed change mechanism capable of changing a gear ratio is not provided on the first axial direction side (L1) with respect to the drive gear (13).
- the parallel shaft gear type transmission mechanism capable of changing the gear ratio is provided on the first axial side (L1) of the drive gear (13).
- At least one of the first speed change mechanism (41) and the second speed change mechanism (42) and the shaft are arranged in a region overlapping with the drive gear (13) when viewed in the axial direction (L) on the first axial side (L1). It becomes easy to secure a space for arranging the components of the vehicle drive transmission device (1) such as the rotating electrical machine (3) such that the arrangement regions in the direction (L) overlap.
- both the minimum transmission ratio realized by the first transmission mechanism (41) and the minimum transmission ratio realized by the second transmission mechanism (42) are 1, and the drive gear (13) and The transmission ratio between the first transmission mechanism (41) is a first transmission ratio, the transmission ratio between the drive gear (13) and the second transmission mechanism (42) is a second transmission ratio, The transmission ratio between the first transmission mechanism (41) and the output member (91) is the third transmission ratio, and the transmission ratio between the second transmission mechanism (42) and the output member (91) is the first transmission ratio.
- the product of the first gear ratio and the third gear ratio and the product of the second gear ratio and the fourth gear ratio have different values.
- the minimum transmission ratio realized by the first transmission mechanism (41) and the second transmission mechanism (42) is generally other transmission ratios realized by the first transmission mechanism (41) and the second transmission mechanism (42). Compared to the above, the time realized during traveling is long, and the influence on the energy efficiency of the vehicle drive transmission device (1) is large. According to the above configuration, for both the first transmission mechanism (41) and the second transmission mechanism (42), the minimum transmission ratio is 1 so that the power transmission efficiency in the transmission mechanism (41, 42) is highest. Therefore, a high power transmission efficiency is ensured between the drive gear (13) and the output member (91) in a state where the minimum speed ratio is realized, and the vehicle drive transmission device (1) Energy efficiency can be improved.
- the product of the first gear ratio and the third gear ratio and the product of the second gear ratio and the fourth gear ratio are different from each other. 41) Even when both the minimum transmission ratio realized by 41) and the minimum transmission ratio realized by the second transmission mechanism (42) are 1, the first transmission mechanism (41) has the minimum transmission ratio. And the gear ratio between the drive gear (13) and the output member (91) are different depending on whether the second speed change mechanism (42) realizes the minimum speed ratio. Can do.
- a transmission ratio between the first transmission mechanism (41) and the output member (91) is defined as a third transmission ratio, and a transmission between the second transmission mechanism (42) and the output member (91) is performed. It is preferable that the third gear ratio and the fourth gear ratio have the same value, where the ratio is the fourth gear ratio.
- the 1st transmission member which transmits motive power between the rotation element drive-coupled to the output member (91) in the 1st transmission mechanism (41), and the output member (91)
- the second transmission member that transmits power between the rotary element that is drivingly connected to the output member (91) in the second transmission mechanism (42) and the output member (91) is a common component. Can do.
- the gear ratio step (the ratio of the gear ratio between the adjacent gear speeds) in each of the adjacent gear speed combinations. ) Without changing the gear ratio, it is possible to change the gear ratio between the drive gear (13) and the output member (91) by changing the third gear ratio and the fourth gear ratio, which are common gear ratios. Become. As a result, it becomes easy to change the gear ratio between the drive gear (13) and the output member (91) in accordance with the vehicle type to be mounted on the vehicle drive transmission device (1).
- both the first engagement device (51) and the second engagement device (52) are friction engagement devices.
- the first engagement device (51) is engaged, the rotation of the drive gear (13) is shifted by the first transmission mechanism (41), and is transmitted to the output member (91).
- the two engagement devices (52) are engaged, and switching between the state in which the rotation of the drive gear (13) is changed by the second transmission mechanism (42) and transmitted to the output member (91) (that is, shift change) is performed.
- the engagement device on the side to be engaged is controlled in the sliding engagement state. Can be engaged. Thereby, when performing a shift change, transmission of rotation of the drive gear (13) to the output member (91) can be maintained, and a smooth shift change in which torque loss is suppressed is possible.
- the vehicle drive transmission device only needs to exhibit at least one of the effects described above.
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Abstract
An automatic transmission (4) is provided with: a driving gear (13) to which a rotary drive force of an input member (90) is transmitted; a first driven gear (21) meshing with the driving gear (13); a second driven gear (22) meshing with the driving gear (13); a first transmission mechanism (41); a second transmission mechanism (42); a first engagement device (51); and a second engagement device (52). The driving gear (13), the first transmission mechanism (41), and the second transmission mechanism (42) are arranged separately on three axes (A1, A2, A3) parallel to one another. The first transmission mechanism (41) is of a planetary gear type and is disposed on a first side (L1) of the first driven gear (21) in an axial direction. The second transmission mechanism (42) is of a planetary gear type and is disposed on the first side (L1) of the second driven gear (22) in the axial direction.
Description
本発明は、内燃機関に駆動連結される入力部材と、車輪に駆動連結される出力部材と、自動変速機と、を備えた車両用駆動伝達装置に関する。
The present invention relates to a vehicle drive transmission device including an input member drivingly connected to an internal combustion engine, an output member drivingly connected to a wheel, and an automatic transmission.
車両用駆動伝達装置に用いられる自動変速機の一例として、特表2009-541674号公報(特許文献1)には、デュアルクラッチ式の自動変速機が記載されている。具体的には、特許文献1に記載の自動変速機は、駆動シャフト(An)と、被動シャフト(Ab)と、第一クラッチ(K1)と、第二クラッチ(K2)と、第一プラネタリギヤボックス(PG1)と、第二プラネタリギヤボックス(PG2)と、を備えている。第一クラッチ(K1)は、駆動シャフト(An)と第一プラネタリギヤボックス(PG1)とを連結又は連結解除し、第二クラッチ(K2)は、駆動シャフト(An)と第二プラネタリギヤボックス(PG2)とを連結又は連結解除するように設けられている。そして、この自動変速機は、第一クラッチ(K1)と第二クラッチ(K2)とを交互に係合することで、駆動シャフト(An)の回転を変速して被動シャフト(Ab)に伝達する変速機構を、第一プラネタリギヤボックス(PG1)と第二プラネタリギヤボックス(PG2)との間で交互に切り替えるように構成されている。すなわち、第一クラッチ(K1)と第二クラッチ(K2)とが交互に係合されることで、第一プラネタリギヤボックス(PG1)が形成する変速段によって駆動シャフト(An)の回転が変速される状態と、第二プラネタリギヤボックス(PG2)が形成する変速段によって駆動シャフト(An)の回転が変速される状態とが、交互に実現される。
As an example of an automatic transmission used in a vehicle drive transmission device, Japanese Patent Publication No. 2009-541684 (Patent Document 1) describes a dual clutch type automatic transmission. Specifically, the automatic transmission described in Patent Document 1 includes a drive shaft (An), a driven shaft (Ab), a first clutch (K1), a second clutch (K2), and a first planetary gear box. (PG1) and a second planetary gearbox (PG2). The first clutch (K1) connects or disconnects the drive shaft (An) and the first planetary gear box (PG1), and the second clutch (K2) connects the drive shaft (An) and the second planetary gear box (PG2). Are connected or disconnected. The automatic transmission alternately engages the first clutch (K1) and the second clutch (K2), thereby shifting the rotation of the drive shaft (An) and transmitting it to the driven shaft (Ab). The speed change mechanism is configured to be alternately switched between the first planetary gear box (PG1) and the second planetary gear box (PG2). That is, when the first clutch (K1) and the second clutch (K2) are alternately engaged, the rotation of the drive shaft (An) is changed by the gear stage formed by the first planetary gear box (PG1). The state and the state in which the rotation of the drive shaft (An) is changed by the shift speed formed by the second planetary gear box (PG2) are alternately realized.
ところで、特許文献1に記載の構成では、駆動シャフト(An)が配置される軸に、第一プラネタリギヤボックス(PG1)に対応する平歯車段(S1)を構成する歯車と、第二プラネタリギヤボックス(PG2)に対応する平歯車段(S2)を構成する歯車とが、軸方向の互いに異なる位置に配置される。駆動シャフト(An)が配置される軸には更に、第一クラッチ(K1)及び第二クラッチ(K2)も配置される。このように、特許文献1に記載の構成では、駆動シャフト(An)が配置される軸に比較的多くの部材が配置されるため、装置が軸方向に大型化しやすくなる。
By the way, in the structure of patent document 1, the gear which comprises the spur gear stage (S1) corresponding to the 1st planetary gear box (PG1) on the axis | shaft in which a drive shaft (An) is arrange | positioned, and a 2nd planetary gear box ( Gears constituting the spur gear stage (S2) corresponding to PG2) are arranged at different positions in the axial direction. A first clutch (K1) and a second clutch (K2) are also arranged on the shaft on which the drive shaft (An) is arranged. As described above, in the configuration described in Patent Document 1, since a relatively large number of members are arranged on the shaft on which the drive shaft (An) is arranged, the apparatus is easily increased in size in the axial direction.
そこで、2つの変速機構及び当該2つの変速機構を切り替えるための2つの係合装置を有する自動変速機を備える場合に、軸方向の小型化を図ることが可能な車両用駆動伝達装置の実現が望まれる。
Therefore, in the case where an automatic transmission having two transmission mechanisms and two engagement devices for switching between the two transmission mechanisms is provided, a vehicle drive transmission device that can be miniaturized in the axial direction is realized. desired.
上記に鑑みた、内燃機関に駆動連結される入力部材と、車輪に駆動連結される出力部材と、自動変速機と、を備えた車両用駆動伝達装置の第一の特徴構成は、前記自動変速機は、前記入力部材の回転駆動力が伝達される駆動ギヤと、前記駆動ギヤに噛み合う第一被駆動ギヤと、前記駆動ギヤに噛み合う第二被駆動ギヤと、前記第一被駆動ギヤの回転を変速して、前記出力部材に噛み合う第一出力ギヤへ伝達する第一変速機構と、前記第二被駆動ギヤの回転を変速して、前記出力部材に噛み合う第二出力ギヤへ伝達する第二変速機構と、前記第一被駆動ギヤと前記第一変速機構とを連結又は連結解除する第一係合装置と、前記第二被駆動ギヤと前記第二変速機構とを連結又は連結解除する第二係合装置と、を備え、前記駆動ギヤ、前記第一変速機構、及び前記第二変速機構は、互いに平行な3つの軸に分かれて配置され、前記第一変速機構は、遊星歯車式であって、前記第一被駆動ギヤよりも軸方向の一方側である軸方向第一側に配置され、前記第二変速機構は、遊星歯車式であって、前記第二被駆動ギヤよりも前記軸方向第一側に配置され、前記第一出力ギヤが、前記第一変速機構よりも前記軸方向第一側とは反対側である軸方向第二側に配置され、前記第二出力ギヤが、前記第二変速機構よりも前記軸方向第二側に配置されている点にある。
In view of the above, a first characteristic configuration of a vehicle drive transmission device including an input member drivingly connected to an internal combustion engine, an output member drivingly connected to a wheel, and an automatic transmission includes the automatic transmission. The machine includes a driving gear to which the rotational driving force of the input member is transmitted, a first driven gear that meshes with the driving gear, a second driven gear that meshes with the driving gear, and rotation of the first driven gear. And a second transmission gear that shifts the rotation of the second driven gear and transmits the rotation to the second output gear that meshes with the output member. A transmission mechanism, a first engagement device that connects or disconnects the first driven gear and the first transmission mechanism, and a first engagement device that connects or disconnects the second driven gear and the second transmission mechanism. A second engagement device, the drive gear, the first change The mechanism and the second speed change mechanism are arranged separately on three parallel shafts, and the first speed change mechanism is a planetary gear type, and is on one side in the axial direction from the first driven gear. Arranged on one axial first side, the second speed change mechanism is a planetary gear type, is arranged on the first axial side relative to the second driven gear, and the first output gear is The second transmission gear is disposed on the second axial side than the second transmission mechanism, and the second output gear is disposed on the second axial side of the second transmission mechanism. There is in point.
上記第一の特徴構成によれば、自動変速機が第一被駆動ギヤ及び第二被駆動ギヤの双方に噛み合う駆動ギヤを備えるため、自動変速機が第一被駆動ギヤに噛み合うギヤと第二被駆動ギヤに噛み合うギヤとを各別に備える場合に比べて、入力部材と第一被駆動ギヤ及び第二被駆動ギヤとの間で動力の伝達を行うために第一軸(駆動ギヤが配置される軸)に設けられるギヤ機構が占有する軸方向のスペースを、短く抑えることが可能となる。また、上記第一の特徴構成によれば、第一被駆動ギヤよりも軸方向第一側に配置される第一変速機構と、第二被駆動ギヤよりも軸方向第一側に配置される第二変速機構との双方が、遊星歯車式の変速機構とされる。これにより、第一変速機構及び第二変速機構を、それぞれの軸上にまとめて配置することができる。更に、上記第一の特徴構成によれば、第一変速機構と第二変速機構とを切り替えるための第一係合装置及び第二係合装置を、例えば第一変速機構が配置される第二軸や第二変速機構が配置される第三軸等の、第一軸とは異なる軸に配置することができる。以上のことから、上記第一の特徴構成によれば、第一軸に配置される部材の数を少なく抑えることができ、この結果、装置全体の軸方向の小型化を図ることが可能となる。
また、上記第一の特徴構成によれば、第一出力ギヤが第一変速機構よりも軸方向第二側に配置され、第二出力ギヤが第二変速機構よりも軸方向第二側に配置される。すなわち、第一出力ギヤが、第一変速機構に対して軸方向で駆動ギヤと同じ側に配置され、第二出力ギヤが、第二変速機構に対して軸方向で駆動ギヤと同じ側に配置される。よって、第一出力ギヤや第二出力ギヤを、第一軸に配置される駆動ギヤやその周辺構造(伝動軸や他の装置等)と軸方向の配置領域が重複するように配置することが可能となり、この結果、装置全体の軸方向の小型化を図ることが可能となる。
以上のように、上記第一の特徴構成によれば、2つの変速機構及び当該2つの変速機構を切り替えるための2つの係合装置を有する自動変速機を備える場合に、軸方向の小型化を図ることが可能な車両用駆動伝達装置を実現することができる。 According to the first characteristic configuration, since the automatic transmission includes the drive gear that meshes with both the first driven gear and the second driven gear, the automatic transmission meshes with the first driven gear and the second gear. Compared to the case where gears that mesh with the driven gear are separately provided, the first shaft (the driving gear is disposed) to transmit power between the input member, the first driven gear, and the second driven gear. It is possible to keep the axial space occupied by the gear mechanism provided in the shaft) short. Further, according to the first characteristic configuration, the first speed change mechanism disposed on the first axial direction side with respect to the first driven gear, and the first speed change mechanism disposed on the first axial direction side with respect to the second driven gear. Both the second transmission mechanism and the planetary gear type transmission mechanism are used. Thereby, a 1st transmission mechanism and a 2nd transmission mechanism can be collectively arrange | positioned on each axis | shaft. Further, according to the first characteristic configuration, the first engagement device and the second engagement device for switching between the first transmission mechanism and the second transmission mechanism are provided, for example, the second transmission mechanism is disposed. It can be arranged on an axis different from the first axis, such as a third axis on which the axis and the second transmission mechanism are arranged. From the above, according to the first characteristic configuration, the number of members arranged on the first shaft can be reduced, and as a result, the entire apparatus can be reduced in the axial direction. .
Further, according to the first characteristic configuration, the first output gear is disposed on the second axial side with respect to the first transmission mechanism, and the second output gear is disposed on the second axial side with respect to the second transmission mechanism. Is done. That is, the first output gear is disposed on the same side as the drive gear in the axial direction with respect to the first transmission mechanism, and the second output gear is disposed on the same side as the drive gear in the axial direction with respect to the second transmission mechanism. Is done. Therefore, it is possible to arrange the first output gear and the second output gear so that the drive gear arranged on the first shaft and its peripheral structure (transmission shaft, other devices, etc.) overlap with the axial arrangement region. As a result, it is possible to reduce the size of the entire apparatus in the axial direction.
As described above, according to the first characteristic configuration, when an automatic transmission having two transmission mechanisms and two engagement devices for switching between the two transmission mechanisms is provided, the axial size can be reduced. It is possible to realize a vehicle drive transmission device that can be realized.
また、上記第一の特徴構成によれば、第一出力ギヤが第一変速機構よりも軸方向第二側に配置され、第二出力ギヤが第二変速機構よりも軸方向第二側に配置される。すなわち、第一出力ギヤが、第一変速機構に対して軸方向で駆動ギヤと同じ側に配置され、第二出力ギヤが、第二変速機構に対して軸方向で駆動ギヤと同じ側に配置される。よって、第一出力ギヤや第二出力ギヤを、第一軸に配置される駆動ギヤやその周辺構造(伝動軸や他の装置等)と軸方向の配置領域が重複するように配置することが可能となり、この結果、装置全体の軸方向の小型化を図ることが可能となる。
以上のように、上記第一の特徴構成によれば、2つの変速機構及び当該2つの変速機構を切り替えるための2つの係合装置を有する自動変速機を備える場合に、軸方向の小型化を図ることが可能な車両用駆動伝達装置を実現することができる。 According to the first characteristic configuration, since the automatic transmission includes the drive gear that meshes with both the first driven gear and the second driven gear, the automatic transmission meshes with the first driven gear and the second gear. Compared to the case where gears that mesh with the driven gear are separately provided, the first shaft (the driving gear is disposed) to transmit power between the input member, the first driven gear, and the second driven gear. It is possible to keep the axial space occupied by the gear mechanism provided in the shaft) short. Further, according to the first characteristic configuration, the first speed change mechanism disposed on the first axial direction side with respect to the first driven gear, and the first speed change mechanism disposed on the first axial direction side with respect to the second driven gear. Both the second transmission mechanism and the planetary gear type transmission mechanism are used. Thereby, a 1st transmission mechanism and a 2nd transmission mechanism can be collectively arrange | positioned on each axis | shaft. Further, according to the first characteristic configuration, the first engagement device and the second engagement device for switching between the first transmission mechanism and the second transmission mechanism are provided, for example, the second transmission mechanism is disposed. It can be arranged on an axis different from the first axis, such as a third axis on which the axis and the second transmission mechanism are arranged. From the above, according to the first characteristic configuration, the number of members arranged on the first shaft can be reduced, and as a result, the entire apparatus can be reduced in the axial direction. .
Further, according to the first characteristic configuration, the first output gear is disposed on the second axial side with respect to the first transmission mechanism, and the second output gear is disposed on the second axial side with respect to the second transmission mechanism. Is done. That is, the first output gear is disposed on the same side as the drive gear in the axial direction with respect to the first transmission mechanism, and the second output gear is disposed on the same side as the drive gear in the axial direction with respect to the second transmission mechanism. Is done. Therefore, it is possible to arrange the first output gear and the second output gear so that the drive gear arranged on the first shaft and its peripheral structure (transmission shaft, other devices, etc.) overlap with the axial arrangement region. As a result, it is possible to reduce the size of the entire apparatus in the axial direction.
As described above, according to the first characteristic configuration, when an automatic transmission having two transmission mechanisms and two engagement devices for switching between the two transmission mechanisms is provided, the axial size can be reduced. It is possible to realize a vehicle drive transmission device that can be realized.
上記に鑑みた、内燃機関に駆動連結される入力部材と、車輪に駆動連結される出力部材と、自動変速機と、を備えた車両用駆動伝達装置の第二の特徴構成は、前記自動変速機は、前記入力部材の回転駆動力が伝達される駆動ギヤと、前記駆動ギヤに噛み合う第一被駆動ギヤと、前記駆動ギヤに噛み合う第二被駆動ギヤと、前記第一被駆動ギヤの回転を変速して、前記出力部材に噛み合う第一出力ギヤへ伝達する第一変速機構と、前記第二被駆動ギヤの回転を変速して、前記出力部材に噛み合う第二出力ギヤへ伝達する第二変速機構と、前記第一被駆動ギヤと前記第一変速機構とを連結又は連結解除する第一係合装置と、前記第二被駆動ギヤと前記第二変速機構とを連結又は連結解除する第二係合装置と、を備え、前記駆動ギヤ、前記第一変速機構、及び前記第二変速機構は、互いに平行な3つの軸に分かれて配置され、前記第一変速機構は、遊星歯車式であって、前記第一被駆動ギヤよりも軸方向の一方側である軸方向第一側に配置され、前記第二変速機構は、遊星歯車式であって、前記第二被駆動ギヤよりも前記軸方向第一側に配置され、前記第一出力ギヤ及び前記第二出力ギヤの双方が、前記出力部材の1つのギヤに噛み合っている点にある。
In view of the above, a second characteristic configuration of a vehicle drive transmission device including an input member drivingly connected to an internal combustion engine, an output member drivingly connected to a wheel, and an automatic transmission includes the automatic transmission. The machine includes a driving gear to which the rotational driving force of the input member is transmitted, a first driven gear that meshes with the driving gear, a second driven gear that meshes with the driving gear, and rotation of the first driven gear. And a second transmission gear that shifts the rotation of the second driven gear and transmits the rotation to the second output gear that meshes with the output member. A transmission mechanism, a first engagement device that connects or disconnects the first driven gear and the first transmission mechanism, and a first engagement device that connects or disconnects the second driven gear and the second transmission mechanism. A second engagement device, the drive gear, the first change The mechanism and the second speed change mechanism are arranged separately on three parallel shafts, and the first speed change mechanism is a planetary gear type, and is on one side in the axial direction from the first driven gear. The second speed change mechanism is a planetary gear type disposed on the first side in the axial direction relative to the second driven gear, the first output gear and the first gear. Both of the two output gears are in mesh with one gear of the output member.
上記第二の特徴構成によれば、自動変速機が第一被駆動ギヤ及び第二被駆動ギヤの双方に噛み合う駆動ギヤを備えるため、自動変速機が第一被駆動ギヤに噛み合うギヤと第二被駆動ギヤに噛み合うギヤとを各別に備える場合に比べて、入力部材と第一被駆動ギヤ及び第二被駆動ギヤとの間で動力の伝達を行うために第一軸(駆動ギヤが配置される軸)に設けられるギヤ機構が占有する軸方向のスペースを、短く抑えることが可能となる。また、上記第二の特徴構成によれば、第一被駆動ギヤよりも軸方向第一側に配置される第一変速機構と、第二被駆動ギヤよりも軸方向第一側に配置される第二変速機構との双方が、遊星歯車式の変速機構とされる。これにより、第一変速機構及び第二変速機構を、それぞれの軸上にまとめて配置することができる。更に、上記第二の特徴構成によれば、第一変速機構と第二変速機構とを切り替えるための第一係合装置及び第二係合装置を、例えば第一変速機構が配置される第二軸や第二変速機構が配置される第三軸等の、第一軸とは異なる軸に配置することができる。以上のことから、上記第二の特徴構成によれば、第一軸に配置される部材の数を少なく抑えることができ、この結果、装置全体の軸方向の小型化を図ることが可能となる。
また、上記第二の特徴構成によれば、第一出力ギヤ及び第二出力ギヤの双方が、出力部材の1つのギヤに噛み合う。よって、出力部材が第一出力ギヤに噛み合うギヤと第二出力ギヤに噛み合うギヤとを各別に備える場合に比べて、出力部材の構成を簡素化して、装置全体の軸方向の小型化を図ることが可能となる。
以上のように、上記第二の特徴構成によれば、2つの変速機構及び当該2つの変速機構を切り替えるための2つの係合装置を有する自動変速機を備える場合に、軸方向の小型化を図ることが可能な車両用駆動伝達装置を実現することができる。 According to the second characteristic configuration, since the automatic transmission includes the drive gear that meshes with both the first driven gear and the second driven gear, the automatic transmission meshes with the first driven gear and the second gear. Compared to the case where gears that mesh with the driven gear are separately provided, the first shaft (the driving gear is disposed) to transmit power between the input member, the first driven gear, and the second driven gear. It is possible to keep the axial space occupied by the gear mechanism provided in the shaft) short. Further, according to the second characteristic configuration, the first speed change mechanism disposed on the first axial direction side relative to the first driven gear, and the first speed change mechanism disposed on the first axial direction side relative to the second driven gear. Both the second transmission mechanism and the planetary gear type transmission mechanism are used. Thereby, a 1st transmission mechanism and a 2nd transmission mechanism can be collectively arrange | positioned on each axis | shaft. Further, according to the second characteristic configuration, the first engagement device and the second engagement device for switching between the first transmission mechanism and the second transmission mechanism are provided, for example, the second transmission mechanism is disposed. It can be arranged on an axis different from the first axis, such as a third axis on which the axis and the second transmission mechanism are arranged. As described above, according to the second characteristic configuration, the number of members disposed on the first shaft can be reduced, and as a result, the entire apparatus can be reduced in the axial direction. .
Further, according to the second feature configuration, both the first output gear and the second output gear mesh with one gear of the output member. Therefore, the configuration of the output member can be simplified and the entire apparatus can be downsized in the axial direction as compared with the case where the output member includes a gear that meshes with the first output gear and a gear that meshes with the second output gear. Is possible.
As described above, according to the second feature configuration, when an automatic transmission having two transmission mechanisms and two engagement devices for switching between the two transmission mechanisms is provided, the axial size can be reduced. It is possible to realize a vehicle drive transmission device that can be realized.
また、上記第二の特徴構成によれば、第一出力ギヤ及び第二出力ギヤの双方が、出力部材の1つのギヤに噛み合う。よって、出力部材が第一出力ギヤに噛み合うギヤと第二出力ギヤに噛み合うギヤとを各別に備える場合に比べて、出力部材の構成を簡素化して、装置全体の軸方向の小型化を図ることが可能となる。
以上のように、上記第二の特徴構成によれば、2つの変速機構及び当該2つの変速機構を切り替えるための2つの係合装置を有する自動変速機を備える場合に、軸方向の小型化を図ることが可能な車両用駆動伝達装置を実現することができる。 According to the second characteristic configuration, since the automatic transmission includes the drive gear that meshes with both the first driven gear and the second driven gear, the automatic transmission meshes with the first driven gear and the second gear. Compared to the case where gears that mesh with the driven gear are separately provided, the first shaft (the driving gear is disposed) to transmit power between the input member, the first driven gear, and the second driven gear. It is possible to keep the axial space occupied by the gear mechanism provided in the shaft) short. Further, according to the second characteristic configuration, the first speed change mechanism disposed on the first axial direction side relative to the first driven gear, and the first speed change mechanism disposed on the first axial direction side relative to the second driven gear. Both the second transmission mechanism and the planetary gear type transmission mechanism are used. Thereby, a 1st transmission mechanism and a 2nd transmission mechanism can be collectively arrange | positioned on each axis | shaft. Further, according to the second characteristic configuration, the first engagement device and the second engagement device for switching between the first transmission mechanism and the second transmission mechanism are provided, for example, the second transmission mechanism is disposed. It can be arranged on an axis different from the first axis, such as a third axis on which the axis and the second transmission mechanism are arranged. As described above, according to the second characteristic configuration, the number of members disposed on the first shaft can be reduced, and as a result, the entire apparatus can be reduced in the axial direction. .
Further, according to the second feature configuration, both the first output gear and the second output gear mesh with one gear of the output member. Therefore, the configuration of the output member can be simplified and the entire apparatus can be downsized in the axial direction as compared with the case where the output member includes a gear that meshes with the first output gear and a gear that meshes with the second output gear. Is possible.
As described above, according to the second feature configuration, when an automatic transmission having two transmission mechanisms and two engagement devices for switching between the two transmission mechanisms is provided, the axial size can be reduced. It is possible to realize a vehicle drive transmission device that can be realized.
〔第一の実施形態〕
車両用駆動伝達装置の第一の実施形態について、図面を参照して説明する。第一の実施形態では、共通駆動ギヤ13が「駆動ギヤ」に相当し、入力軸90が「入力部材」に相当し、車両用駆動装置1が「車両用駆動伝達装置」に相当する。 [First embodiment]
A first embodiment of a vehicle drive transmission device will be described with reference to the drawings. In the first embodiment, thecommon drive gear 13 corresponds to a “drive gear”, the input shaft 90 corresponds to an “input member”, and the vehicle drive device 1 corresponds to a “vehicle drive transmission device”.
車両用駆動伝達装置の第一の実施形態について、図面を参照して説明する。第一の実施形態では、共通駆動ギヤ13が「駆動ギヤ」に相当し、入力軸90が「入力部材」に相当し、車両用駆動装置1が「車両用駆動伝達装置」に相当する。 [First embodiment]
A first embodiment of a vehicle drive transmission device will be described with reference to the drawings. In the first embodiment, the
本明細書では、「駆動連結」とは、2つの回転要素が駆動力を伝達可能に連結された状態を意味する。この概念には、2つの回転要素が一体回転するように連結された状態や、2つの回転要素が1つ以上の伝動部材を介して駆動力を伝達可能に連結された状態が含まれる。このような伝動部材には、回転を同速で又は変速して伝達する各種の部材(軸、歯車機構、ベルト、チェーン等)が含まれ、回転及び駆動力を選択的に伝達する係合装置(摩擦係合装置や噛み合い式係合装置等)が含まれてもよい。但し、遊星歯車機構、差動歯車機構、或いは、遊星歯車機構又は差動歯車機構を用いて構成される機構(後述する第一変速機構41や第二変速機構42等)の各回転要素について「駆動連結」という場合には、当該機構が備える3つ以上の回転要素に関して互いに他の回転要素を介することなく駆動連結されている状態を指すものとする。
In this specification, “driving connection” means a state where two rotating elements are connected so as to be able to transmit driving force. This concept includes a state where the two rotating elements are coupled so as to rotate integrally, and a state where the two rotating elements are coupled so as to be able to transmit the driving force via one or more transmission members. Such transmission members include various members (shafts, gear mechanisms, belts, chains, etc.) that transmit rotation at the same speed or at different speeds, and an engagement device that selectively transmits rotation and driving force. (Such as a friction engagement device or a meshing engagement device) may be included. However, for each rotating element of a planetary gear mechanism, a differential gear mechanism, or a mechanism (such as a first transmission mechanism 41 or a second transmission mechanism 42 described later) configured using a planetary gear mechanism or a differential gear mechanism. The term “drive connection” refers to a state in which three or more rotation elements included in the mechanism are connected to each other without intervening other rotation elements.
また、本明細書では、「回転電機」は、モータ(電動機)、ジェネレータ(発電機)、及び必要に応じてモータ及びジェネレータの双方の機能を果たすモータ・ジェネレータのいずれをも含む概念として用いている。また、本明細書では、2つの部材の配置に関して、「ある方向に見て重複する」とは、その視線方向に平行な仮想直線を当該仮想直線に直交する各方向に移動させた場合に、当該仮想直線が2つの部材の双方に交わる領域が少なくとも一部に存在することを意味する。例えば、「径方向に見て重複する」とは、当該仮想直線が2つの部材の双方に交わる領域が、周方向の少なくとも一部の領域に存在することを意味する。
Further, in this specification, the “rotary electric machine” is used as a concept including any of a motor (electric motor), a generator (generator), and a motor / generator functioning as both a motor and a generator as necessary. Yes. Further, in the present specification, regarding the arrangement of the two members, “overlapping when viewed in a certain direction” means that when a virtual straight line parallel to the visual line direction is moved in each direction orthogonal to the virtual straight line, It means that the region where the virtual straight line intersects both of the two members exists at least in part. For example, “overlapping in the radial direction” means that a region where the virtual straight line intersects both of the two members exists in at least a partial region in the circumferential direction.
以下の説明では、特に明記している場合を除き、「軸方向L」、「径方向R」、及び「周方向」は、入力ギヤ機構10が配置される第一軸A1を基準として(すなわち、入力ギヤ機構10を基準として)定義している(図1、図2参照)。そして、軸方向Lの一方側を「軸方向第一側L1」とし、軸方向Lの他方側(軸方向第一側L1とは反対側)を「軸方向第二側L2」としている。図1に示すように、軸方向第一側L1は、軸方向Lにおける入力ギヤ機構10に対して第一変速機構41や第二変速機構42が配置される側である。また、図1に示すように、本実施形態では、軸方向第二側L2は、軸方向Lにおける入力ギヤ機構10に対して内燃機関2が配置される側である。以下の説明における各部材についての方向は、それらが車両用駆動装置1に組み付けられた状態での方向を表す。また、各部材についての方向や位置等に関する用語は、製造上許容され得る誤差による差異を有する状態を含む概念である。
In the following description, unless otherwise specified, the “axial direction L”, “radial direction R”, and “circumferential direction” are based on the first axis A1 on which the input gear mechanism 10 is disposed (ie, , Based on the input gear mechanism 10 (see FIGS. 1 and 2). One side of the axial direction L is referred to as “axial first side L1”, and the other side of the axial direction L (opposite side to the axial first side L1) is referred to as “axial second side L2.” As shown in FIG. 1, the first axial direction side L <b> 1 is a side on which the first transmission mechanism 41 and the second transmission mechanism 42 are disposed with respect to the input gear mechanism 10 in the axial direction L. As shown in FIG. 1, in the present embodiment, the axial second side L <b> 2 is a side on which the internal combustion engine 2 is disposed with respect to the input gear mechanism 10 in the axial direction L. The direction about each member in the following description represents the direction in the state in which they were assembled to the vehicle drive device 1. Moreover, the term regarding the direction, position, etc. about each member is a concept including the state which has the difference by the error which can be accept | permitted on manufacture.
図1に示すように、車両用駆動装置1は、車輪9の駆動力源として内燃機関2及び回転電機3の双方を備える車両(ハイブリッド車両)を駆動するための駆動装置(ハイブリッド車両用駆動装置)である。車両用駆動装置1は、内燃機関2及び回転電機3の少なくとも一方のトルクを車輪9に伝達させて車両を走行させる。本実施形態の車両用駆動装置1は、FF(Front Engine Front Drive)車両用の駆動装置として構成されている。なお、図1では、内燃機関2をENG(Engine)と表記し、回転電機3をM/G(Motor/Generator)と表記している。
As shown in FIG. 1, the vehicle drive device 1 is a drive device (hybrid vehicle drive device) for driving a vehicle (hybrid vehicle) including both the internal combustion engine 2 and the rotating electrical machine 3 as a driving force source for the wheels 9. ). The vehicle drive device 1 causes the vehicle to travel by transmitting the torque of at least one of the internal combustion engine 2 and the rotating electrical machine 3 to the wheels 9. The vehicle drive device 1 of this embodiment is configured as a drive device for an FF (Front-Engine-Front-Drive) vehicle. In FIG. 1, the internal combustion engine 2 is expressed as ENG (Engine), and the rotating electrical machine 3 is expressed as M / G (Motor / Generator).
図1に示すように、車両用駆動装置1は、内燃機関2に駆動連結される入力軸90と、車輪9に駆動連結される出力部材91と、自動変速機4と、を備えている。本実施形態では、車両用駆動装置1は、更に、回転電機3と、差動歯車装置7と、ケース6と、を備えている。ケース6には、少なくとも自動変速機4が収容される。本実施形態では、ケース6には、自動変速機4に加えて、回転電機3及び差動歯車装置7が収容されている。
As shown in FIG. 1, the vehicle drive device 1 includes an input shaft 90 that is drivingly connected to the internal combustion engine 2, an output member 91 that is drivingly connected to the wheels 9, and an automatic transmission 4. In the present embodiment, the vehicle drive device 1 further includes a rotating electrical machine 3, a differential gear device 7, and a case 6. The case 6 accommodates at least the automatic transmission 4. In the present embodiment, the case 6 accommodates the rotating electrical machine 3 and the differential gear device 7 in addition to the automatic transmission 4.
内燃機関2は、機関内部における燃料の燃焼により駆動されて動力を取り出す原動機(例えば、ガソリンエンジン、ディーゼルエンジン等)である。入力軸90は、内燃機関2の出力軸(クランクシャフト等)に駆動連結される。入力軸90は、内燃機関2の出力軸と一体回転するように連結され、或いは、ダンパ等の他の部材を介して内燃機関2の出力軸に駆動連結される。
The internal combustion engine 2 is a prime mover (for example, a gasoline engine, a diesel engine, or the like) that is driven by combustion of fuel inside the engine to extract power. The input shaft 90 is drivingly connected to an output shaft (crankshaft or the like) of the internal combustion engine 2. The input shaft 90 is connected to rotate integrally with the output shaft of the internal combustion engine 2 or is drivingly connected to the output shaft of the internal combustion engine 2 via another member such as a damper.
差動歯車装置7は、自動変速機4の側から差動入力ギヤ7aに入力される回転及びトルクを、左右2つの出力軸8(すなわち、左右2つの車輪9)に分配して伝達する。ここで、出力軸8は、差動歯車装置7と車輪9とを連結する軸(ドライブシャフト)である。入力軸90の回転駆動力は、自動変速機4(後述する入力ギヤ機構10)に入力され、自動変速機4により変速された入力軸90の回転駆動力が、出力部材91に出力される。そして、自動変速機4の側から出力部材91に入力された回転駆動力は、差動歯車装置7に入力される。本実施形態では、差動入力ギヤ7aが出力部材91として用いられており(出力部材91として機能しており)、自動変速機4により変速された入力軸90の回転駆動力は、差動歯車装置7(差動入力ギヤ7a)に直接入力される。
The differential gear device 7 distributes and transmits the rotation and torque input to the differential input gear 7a from the automatic transmission 4 side to the left and right output shafts 8 (that is, the left and right two wheels 9). Here, the output shaft 8 is a shaft (drive shaft) that connects the differential gear device 7 and the wheel 9. The rotational driving force of the input shaft 90 is input to the automatic transmission 4 (input gear mechanism 10 to be described later), and the rotational driving force of the input shaft 90 shifted by the automatic transmission 4 is output to the output member 91. The rotational driving force input to the output member 91 from the automatic transmission 4 side is input to the differential gear device 7. In the present embodiment, the differential input gear 7a is used as the output member 91 (functions as the output member 91), and the rotational driving force of the input shaft 90 that is shifted by the automatic transmission 4 is the differential gear. Directly input to the device 7 (differential input gear 7a).
回転電機3は、車輪9の駆動力源として用いられる。回転電機3の出力回転部材3aは、後述する入力ギヤ機構10に駆動連結されている。本実施形態では、出力回転部材3aは、回転電機3のトルクを出力するための出力ギヤ(具体的には、外歯のギヤ)である。図示は省略するが、回転電機3は、ケース6に固定されるステータと、ステータに対して回転自在に支持されるロータと、を備えている。回転電機3のロータには、出力回転部材3aが一体回転するように連結されている。回転電機3は、バッテリやキャパシタ等の蓄電装置(図示せず)と電気的に接続されており、蓄電装置から電力の供給を受けて力行し、或いは、内燃機関2のトルクや車両の慣性力により発電した電力を蓄電装置に供給して蓄電させる。
The rotating electrical machine 3 is used as a driving force source for the wheels 9. The output rotating member 3a of the rotating electrical machine 3 is drivingly connected to an input gear mechanism 10 described later. In the present embodiment, the output rotating member 3 a is an output gear (specifically, an external gear) for outputting torque of the rotating electrical machine 3. Although illustration is omitted, the rotating electrical machine 3 includes a stator that is fixed to the case 6 and a rotor that is rotatably supported with respect to the stator. An output rotating member 3a is connected to the rotor of the rotating electrical machine 3 so as to rotate integrally. The rotating electrical machine 3 is electrically connected to a power storage device (not shown) such as a battery or a capacitor, and is powered by power supplied from the power storage device, or the torque of the internal combustion engine 2 or the inertial force of the vehicle. The electric power generated by is supplied to the power storage device to be stored.
図1に示すように、自動変速機4は、入力ギヤ機構10と、第一被駆動ギヤ21と、第二被駆動ギヤ22と、第一変速機構41と、第二変速機構42と、第一係合装置51と、第二係合装置52と、を備えている。後述するように、本実施形態では、入力ギヤ機構10は共通駆動ギヤ13を備えている。図1及び図2に示すように、入力ギヤ機構10(共通駆動ギヤ13)、第一変速機構41、及び第二変速機構42は、互いに平行な3つの軸(第一軸A1、第二軸A2、及び第三軸A3)に分かれて配置されている。なお、図2は、車両用駆動装置1の各部品の軸方向L視での配置関係を示しており、各ギヤについては基準ピッチ円を一点鎖線で示し、回転電機3については外径(回転電機3がインナロータ型である場合には、ステータの外周面)を実線で示している。本実施形態では、入力ギヤ機構10(共通駆動ギヤ13)、第一変速機構41、第二変速機構42、差動歯車装置7、及び回転電機3が、互いに平行な5つの軸(第一軸A1、第二軸A2、第三軸A3、第四軸A4、及び第五軸A5)に分かれて配置されている。具体的には、入力ギヤ機構10(共通駆動ギヤ13)は第一軸A1上に配置され、第一変速機構41は第二軸A2上に配置され、第二変速機構42は第三軸A3上に配置され、差動歯車装置7は第四軸A4上に配置され、回転電機3は第五軸A5上に配置されている。このように、本実施形態では、回転電機3は、入力ギヤ機構10(共通駆動ギヤ13)とは異なる軸上に配置されている。図2に示すように、本実施形態では、軸方向Lに見て、第二軸A2(第一変速機構41の中心軸)と第三軸A3(第二変速機構42の中心軸)とを結ぶ線分X(仮想直線)に対して一方側に、第四軸A4(差動歯車装置7或いは出力部材91の中心軸)が配置され、当該線分Xに対して他方側に、第一軸A1(入力ギヤ機構10或いは入力軸90の中心軸)と第五軸A5(回転電機3の中心軸)とが配置されている。すなわち、第二軸A2及び第三軸A3の双方を含む平面に対して第四軸A4とは反対側に、第一軸A1及び第五軸A5が配置されている。また、本実施形態では、軸方向Lに見て、第四軸A4と第五軸A5とを結ぶ線分Y(仮想直線)に対して一方側に第二軸A2が配置され、当該線分Yに対して他方側に第三軸A3が配置されている。すなわち、第四軸A4及び第五軸A5の双方を含む平面に対して第二軸A2とは反対側に、第三軸A3が配置されている。
As shown in FIG. 1, the automatic transmission 4 includes an input gear mechanism 10, a first driven gear 21, a second driven gear 22, a first transmission mechanism 41, a second transmission mechanism 42, One engagement device 51 and a second engagement device 52 are provided. As will be described later, in this embodiment, the input gear mechanism 10 includes a common drive gear 13. As shown in FIGS. 1 and 2, the input gear mechanism 10 (common drive gear 13), the first speed change mechanism 41, and the second speed change mechanism 42 have three axes (first axis A1, second axis) that are parallel to each other. A2 and the third axis A3) are arranged separately. FIG. 2 shows the positional relationship of each component of the vehicle drive device 1 as viewed in the axial direction L. For each gear, a reference pitch circle is indicated by a one-dot chain line, and for the rotating electrical machine 3, an outer diameter (rotation) is shown. When the electric machine 3 is an inner rotor type, the outer peripheral surface of the stator is indicated by a solid line. In the present embodiment, the input gear mechanism 10 (common drive gear 13), the first speed change mechanism 41, the second speed change mechanism 42, the differential gear device 7, and the rotating electrical machine 3 have five shafts (first shaft) parallel to each other. A1, second axis A2, third axis A3, fourth axis A4, and fifth axis A5). Specifically, the input gear mechanism 10 (common drive gear 13) is arranged on the first axis A1, the first transmission mechanism 41 is arranged on the second axis A2, and the second transmission mechanism 42 is arranged on the third axis A3. The differential gear device 7 is disposed on the fourth axis A4, and the rotating electrical machine 3 is disposed on the fifth axis A5. Thus, in this embodiment, the rotary electric machine 3 is arrange | positioned on the axis | shaft different from the input gear mechanism 10 (common drive gear 13). As shown in FIG. 2, in this embodiment, when viewed in the axial direction L, the second axis A2 (the central axis of the first transmission mechanism 41) and the third axis A3 (the central axis of the second transmission mechanism 42) are used. A fourth axis A4 (the center axis of the differential gear device 7 or the output member 91) is arranged on one side with respect to the connecting line segment X (virtual straight line), and the first side is arranged on the other side with respect to the line segment X. An axis A1 (the central axis of the input gear mechanism 10 or the input shaft 90) and a fifth axis A5 (the central axis of the rotating electrical machine 3) are arranged. That is, the first axis A1 and the fifth axis A5 are arranged on the opposite side of the fourth axis A4 with respect to the plane including both the second axis A2 and the third axis A3. In the present embodiment, when viewed in the axial direction L, the second axis A2 is arranged on one side with respect to the line Y (virtual straight line) connecting the fourth axis A4 and the fifth axis A5, and the line segment A third axis A3 is arranged on the other side with respect to Y. That is, the third axis A3 is disposed on the opposite side of the second axis A2 with respect to the plane including both the fourth axis A4 and the fifth axis A5.
本実施形態では、第一被駆動ギヤ21は、第二軸A2上に(すなわち、第一変速機構41と同軸に)配置され、第二被駆動ギヤ22は、第三軸A3上に(すなわち、第二変速機構42と同軸に)配置されている。本実施形態では、第二被駆動ギヤ22は、第一被駆動ギヤ21の径方向に見て第一被駆動ギヤ21と重複する位置に配置されている。ここでは、第一被駆動ギヤ21と第二被駆動ギヤ22とは、軸方向Lの同じ位置に配置されている。また、本実施形態では、第一係合装置51は、第二軸A2上に(すなわち、第一変速機構41と同軸に)配置され、第二係合装置52は、第三軸A3上に(すなわち、第二変速機構42と同軸に)配置されている。第一係合装置51は、第一被駆動ギヤ21に対して軸方向第一側L1に隣接して配置され、第二係合装置52は、第二被駆動ギヤ22に対して軸方向第一側L1に隣接して配置されている。本実施形態では、第二係合装置52が、第一係合装置51の径方向に見て第一係合装置51と重複する位置に配置されている。ここでは、第一係合装置51と第二係合装置52とは、軸方向Lの同じ位置に配置されている。本実施形態では、第一変速機構41は、第一係合装置51を介して第一被駆動ギヤ21に駆動連結されており、第一係合装置51に対して軸方向第一側L1に隣接して配置されている。また、第二変速機構42は、第二係合装置52を介して第二被駆動ギヤ22に駆動連結されており、第二係合装置52に対して軸方向第一側L1に隣接して配置されている。上記のように第一係合装置51及び第二係合装置52を配置することで、第一変速機構41及び第二変速機構42のそれぞれの軸方向第二側L2の端部の軸方向Lの位置を揃えることができ、この結果、第一変速機構41と第二変速機構42との軸方向Lの配置領域の重複度合いを高めやすくなっている。
In the present embodiment, the first driven gear 21 is disposed on the second axis A2 (that is, coaxially with the first transmission mechanism 41), and the second driven gear 22 is disposed on the third axis A3 (that is, And coaxially with the second speed change mechanism 42. In the present embodiment, the second driven gear 22 is disposed at a position overlapping the first driven gear 21 when viewed in the radial direction of the first driven gear 21. Here, the first driven gear 21 and the second driven gear 22 are arranged at the same position in the axial direction L. In the present embodiment, the first engagement device 51 is disposed on the second axis A2 (that is, coaxially with the first transmission mechanism 41), and the second engagement device 52 is disposed on the third axis A3. (Ie, coaxial with the second speed change mechanism 42). The first engagement device 51 is arranged adjacent to the first axial side L1 with respect to the first driven gear 21, and the second engagement device 52 is axially aligned with respect to the second driven gear 22. Arranged adjacent to one side L1. In the present embodiment, the second engagement device 52 is disposed at a position overlapping the first engagement device 51 when viewed in the radial direction of the first engagement device 51. Here, the first engagement device 51 and the second engagement device 52 are arranged at the same position in the axial direction L. In the present embodiment, the first speed change mechanism 41 is drivingly connected to the first driven gear 21 via the first engagement device 51, and is on the first axial side L <b> 1 with respect to the first engagement device 51. Adjacent to each other. Further, the second speed change mechanism 42 is drivingly connected to the second driven gear 22 via the second engagement device 52, and is adjacent to the first engagement side 52 in the axial direction with respect to the second engagement device 52. Has been placed. By disposing the first engagement device 51 and the second engagement device 52 as described above, the axial direction L of the end portion on the second axial side L2 of each of the first transmission mechanism 41 and the second transmission mechanism 42 is determined. As a result, it is easy to increase the degree of overlap of the arrangement regions of the first transmission mechanism 41 and the second transmission mechanism 42 in the axial direction L.
入力ギヤ機構10には、入力軸90の回転駆動力が伝達される。すなわち、入力ギヤ機構10は、入力軸90に駆動連結されている。本実施形態では、入力ギヤ機構10は、第一被駆動ギヤ21及び第二被駆動ギヤ22の双方に噛み合う共通駆動ギヤ13を備えており、共通駆動ギヤ13に、入力軸90の回転駆動力が伝達される。本実施形態では、共通駆動ギヤ13は、外歯のギヤである。図1に示すように、本実施形態では、車両用駆動装置1は、入力軸90と入力ギヤ機構10(共通駆動ギヤ13)とを連結又は連結解除する第三係合装置53を備えている。第三係合装置53は、入力軸90と入力ギヤ機構10(共通駆動ギヤ13)との間の動力伝達経路に設けられる。本実施形態では、第三係合装置53は、共通駆動ギヤ13よりも軸方向第二側L2に共通駆動ギヤ13と同軸に配置されている。
Rotational driving force of the input shaft 90 is transmitted to the input gear mechanism 10. That is, the input gear mechanism 10 is drivingly connected to the input shaft 90. In the present embodiment, the input gear mechanism 10 includes a common drive gear 13 that meshes with both the first driven gear 21 and the second driven gear 22, and the common driving gear 13 has a rotational driving force of the input shaft 90. Is transmitted. In the present embodiment, the common drive gear 13 is an external gear. As shown in FIG. 1, in the present embodiment, the vehicle drive device 1 includes a third engagement device 53 that connects or disconnects the input shaft 90 and the input gear mechanism 10 (common drive gear 13). . The third engagement device 53 is provided in a power transmission path between the input shaft 90 and the input gear mechanism 10 (common drive gear 13). In the present embodiment, the third engagement device 53 is disposed coaxially with the common drive gear 13 on the second axial side L2 relative to the common drive gear 13.
回転電機3の出力回転部材3aは、第三係合装置53を介することなく共通駆動ギヤ13に駆動連結されている。また、回転電機の出力回転部材3aは、第一係合装置51及び第二係合装置52を介することなく共通駆動ギヤ13に駆動連結されている。本実施形態では、回転電機3の出力回転部材3aが、共通駆動ギヤ13と噛み合い、又は、共通駆動ギヤ13と一体回転するように連結される。図1及び図2に示す例では、回転電機3の出力回転部材3aは、共通駆動ギヤ13と噛み合っている。回転電機3の出力回転部材3aは、第一被駆動ギヤ21及び第二被駆動ギヤ22とは周方向の異なる位置で入力ギヤ機構10(共通駆動ギヤ13)と噛み合っている。このように、回転電機3の出力回転部材3aは、入力軸90と出力部材91との間の動力伝達経路における、第一変速機構41及び第二変速機構42よりも入力軸90の側に配置される部材(本実施形態では、共通駆動ギヤ13)に連結される。
The output rotating member 3a of the rotating electrical machine 3 is drivingly connected to the common driving gear 13 without the third engagement device 53 interposed therebetween. The output rotating member 3a of the rotating electrical machine is drivingly connected to the common drive gear 13 without the first engaging device 51 and the second engaging device 52 interposed therebetween. In the present embodiment, the output rotating member 3 a of the rotating electrical machine 3 is connected so as to mesh with the common drive gear 13 or rotate integrally with the common drive gear 13. In the example shown in FIGS. 1 and 2, the output rotating member 3 a of the rotating electrical machine 3 is engaged with the common drive gear 13. The output rotating member 3a of the rotating electrical machine 3 meshes with the input gear mechanism 10 (common driving gear 13) at a position different from the first driven gear 21 and the second driven gear 22 in the circumferential direction. As described above, the output rotating member 3a of the rotating electrical machine 3 is disposed closer to the input shaft 90 than the first transmission mechanism 41 and the second transmission mechanism 42 in the power transmission path between the input shaft 90 and the output member 91. Connected to the member (in this embodiment, the common drive gear 13).
第三係合装置53は、内燃機関2のトルクのみを車輪9に伝達させて車両を走行させる内燃機関走行モードの実行時や、内燃機関2及び回転電機3の双方のトルクを車輪9に伝達させて車両を走行させるハイブリッド走行モードの実行時に、係合した状態に制御され、回転電機3のトルクのみを車輪9に伝達させて車両を走行させる電動走行モードの実行時に、解放した状態に制御される。すなわち、第三係合装置53は、電動走行モードの実行時に内燃機関2を車輪9から切り離すために設けられ、電動走行モードの実行時に内燃機関2を車輪9から切り離すことで、内燃機関2の引き摺り損失に起因するエネルギ損失が抑制される。
The third engagement device 53 transmits only the torque of the internal combustion engine 2 to the wheels 9 and transmits the torque of both the internal combustion engine 2 and the rotating electrical machine 3 to the wheels 9 when executing the internal combustion engine travel mode in which the vehicle travels. When the hybrid travel mode for running the vehicle is executed, the engaged state is controlled, and only the torque of the rotating electrical machine 3 is transmitted to the wheels 9 to control the release state when the electric travel mode for running the vehicle is executed. Is done. That is, the third engagement device 53 is provided to disconnect the internal combustion engine 2 from the wheel 9 when the electric travel mode is executed, and by disconnecting the internal combustion engine 2 from the wheel 9 when the electric travel mode is executed, Energy loss due to drag loss is suppressed.
第一被駆動ギヤ21は、入力ギヤ機構10に噛み合うギヤである。本実施形態では、第一被駆動ギヤ21は、入力ギヤ機構10が備える共通駆動ギヤ13に噛み合っている。本実施形態では、第一被駆動ギヤ21は、外歯のギヤである。第二被駆動ギヤ22は、入力ギヤ機構10に噛み合うギヤである。本実施形態では、第二被駆動ギヤ22は、入力ギヤ機構10が備える共通駆動ギヤ13に噛み合っている。図2に示すように、第一被駆動ギヤ21と第二被駆動ギヤ22とは、周方向の互いに異なる位置で共通駆動ギヤ13に噛み合っている。本実施形態では、第二被駆動ギヤ22は、外歯のギヤである。
The first driven gear 21 is a gear that meshes with the input gear mechanism 10. In the present embodiment, the first driven gear 21 meshes with the common drive gear 13 included in the input gear mechanism 10. In the present embodiment, the first driven gear 21 is an external gear. The second driven gear 22 is a gear that meshes with the input gear mechanism 10. In the present embodiment, the second driven gear 22 meshes with the common drive gear 13 provided in the input gear mechanism 10. As shown in FIG. 2, the first driven gear 21 and the second driven gear 22 mesh with the common drive gear 13 at different positions in the circumferential direction. In the present embodiment, the second driven gear 22 is an external gear.
第一変速機構41は、第一被駆動ギヤ21の回転を変速して出力部材91へ伝達する変速機構である。自動変速機4は、第一変速機構41により変速された第一被駆動ギヤ21の回転を出力部材91へ伝達するためのギヤとして、出力部材91(本実施形態では、差動入力ギヤ7a)に噛み合う第一出力ギヤ31を備えている。本実施形態では、第一出力ギヤ31は、外歯のギヤである。第一変速機構41は、第一被駆動ギヤ21の回転を変速して第一出力ギヤ31へ伝達する。第二変速機構42は、第二被駆動ギヤ22の回転を変速して出力部材91へ伝達する変速機構である。自動変速機4は、第二変速機構42により変速された第二被駆動ギヤ22の回転を出力部材91へ伝達するためのギヤとして、出力部材91(本実施形態では、差動入力ギヤ7a)に噛み合う第二出力ギヤ32を備えている。第一出力ギヤ31と第二出力ギヤ32とは、出力部材91を基準とする周方向(第四軸A4を基準とする周方向)の互いに異なる位置で、出力部材91に噛み合っている。このように、第一出力ギヤ31及び第二出力ギヤ32の双方が、出力部材91の1つのギヤである差動入力ギヤ7aに噛み合っている。本実施形態では、第二出力ギヤ32は、外歯のギヤである。第二変速機構42は、第二被駆動ギヤ22の回転を変速して第二出力ギヤ32へ伝達する。図1に示すように、本実施形態では、第一出力ギヤ31は、第二軸A2上に(すなわち、第一変速機構41と同軸に)配置され、第二出力ギヤ32は、第三軸A3上に(すなわち、第二変速機構42と同軸に)配置されている。本実施形態では、第一出力ギヤ31は、第一被駆動ギヤ21よりも小径に形成されている。また、本実施形態では、第二出力ギヤ32は、第二被駆動ギヤ22よりも小径に形成されている。
The first speed change mechanism 41 is a speed change mechanism that changes the rotation of the first driven gear 21 and transmits it to the output member 91. The automatic transmission 4 has an output member 91 (in this embodiment, a differential input gear 7a) as a gear for transmitting the rotation of the first driven gear 21 changed by the first transmission mechanism 41 to the output member 91. The first output gear 31 is provided. In the present embodiment, the first output gear 31 is an external gear. The first transmission mechanism 41 changes the rotation of the first driven gear 21 and transmits it to the first output gear 31. The second speed change mechanism 42 is a speed change mechanism that changes the rotation of the second driven gear 22 and transmits it to the output member 91. The automatic transmission 4 has an output member 91 (in this embodiment, a differential input gear 7a) as a gear for transmitting the rotation of the second driven gear 22 that has been changed by the second transmission mechanism 42 to the output member 91. The second output gear 32 is provided. The first output gear 31 and the second output gear 32 mesh with the output member 91 at different positions in the circumferential direction with respect to the output member 91 (circumferential direction with reference to the fourth axis A4). Thus, both the first output gear 31 and the second output gear 32 are engaged with the differential input gear 7a which is one gear of the output member 91. In the present embodiment, the second output gear 32 is an external gear. The second speed change mechanism 42 changes the rotation of the second driven gear 22 and transmits it to the second output gear 32. As shown in FIG. 1, in the present embodiment, the first output gear 31 is disposed on the second shaft A2 (that is, coaxially with the first transmission mechanism 41), and the second output gear 32 is connected to the third shaft. It is disposed on A3 (that is, coaxially with the second transmission mechanism 42). In the present embodiment, the first output gear 31 is formed with a smaller diameter than the first driven gear 21. In the present embodiment, the second output gear 32 is formed with a smaller diameter than the second driven gear 22.
第一係合装置51は、入力軸90と第一変速機構41とを連結又は連結解除する係合装置である。また。第二係合装置52は、入力軸90と第二変速機構42とを連結又は連結解除する係合装置である。第一係合装置51及び第二係合装置52は、第一変速機構41と第二変速機構42とを切り替えるための係合装置である。具体的には、第一係合装置51及び第二係合装置52は、入力軸90の回転を変速して出力部材91に伝達する変速機構を、第一変速機構41と第二変速機構42との間で切り替えるための係合装置である。第一係合装置51及び第二係合装置52のうちの第一係合装置51のみを係合することで、入力軸90の回転を変速するための変速機構が第一変速機構41に切り替わり、第一係合装置51及び第二係合装置52のうちの第二係合装置52のみを係合することで、入力軸90の回転を変速するための変速機構が第二変速機構42に切り替わる。
The first engagement device 51 is an engagement device that connects or disconnects the input shaft 90 and the first transmission mechanism 41. Also. The second engagement device 52 is an engagement device that connects or disconnects the input shaft 90 and the second transmission mechanism 42. The first engagement device 51 and the second engagement device 52 are engagement devices for switching between the first transmission mechanism 41 and the second transmission mechanism 42. Specifically, the first engagement device 51 and the second engagement device 52 are a transmission mechanism that changes the rotation of the input shaft 90 and transmits it to the output member 91. It is an engagement device for switching between. By engaging only the first engagement device 51 of the first engagement device 51 and the second engagement device 52, the transmission mechanism for shifting the rotation of the input shaft 90 is switched to the first transmission mechanism 41. By engaging only the second engagement device 52 of the first engagement device 51 and the second engagement device 52, the transmission mechanism for shifting the rotation of the input shaft 90 is changed to the second transmission mechanism 42. Switch.
本実施形態では、上述したように、入力ギヤ機構10は、第一被駆動ギヤ21及び第二被駆動ギヤ22の双方に噛み合う共通駆動ギヤ13を備えている。そのため、第一係合装置51及び第二係合装置52は、共通駆動ギヤ13と変速機構(41,42)との間の動力伝達経路に設けられる。具体的には、第一係合装置51は、第一被駆動ギヤ21と第一変速機構41(本実施形態では、後述する第一サンギヤS1)との間の動力伝達経路に設けられ、第一被駆動ギヤ21と第一変速機構41とを連結又は連結解除する。また、第二係合装置52は、第二被駆動ギヤ22と第二変速機構42(本実施形態では、後述する第二サンギヤS2)との間の動力伝達経路に設けられ、第二被駆動ギヤ22と第二変速機構42とを連結又は連結解除する。
In the present embodiment, as described above, the input gear mechanism 10 includes the common drive gear 13 that meshes with both the first driven gear 21 and the second driven gear 22. Therefore, the first engagement device 51 and the second engagement device 52 are provided in a power transmission path between the common drive gear 13 and the transmission mechanism (41, 42). Specifically, the first engagement device 51 is provided in a power transmission path between the first driven gear 21 and the first transmission mechanism 41 (first sun gear S1 described later in the present embodiment). The driven gear 21 and the first transmission mechanism 41 are connected or disconnected. The second engagement device 52 is provided in a power transmission path between the second driven gear 22 and the second speed change mechanism 42 (second sun gear S2 described later in the present embodiment). The gear 22 and the second transmission mechanism 42 are connected or disconnected.
ところで、車両用駆動装置1の車載性を考慮すると、装置全体は極力小型化されていることが好ましい。例えばFF車両用の駆動装置のように、内燃機関2に対して車両の幅方向に隣接して配置される車両用駆動装置では、特に軸方向Lに小型化されていることが好ましい。この点に関し、本実施形態に係る車両用駆動装置1は、2つの変速機構(41,42)及び当該2つの変速機構(41,42)を切り替えるための2つの係合装置(51,52)を備える自動変速機4と、回転電機3との双方を備えつつ、装置の大型化を抑制することが可能となっている。以下、この点について説明する。
By the way, in consideration of the vehicle-mounted property of the vehicle drive device 1, it is preferable that the entire device is miniaturized as much as possible. For example, in a vehicle drive device that is disposed adjacent to the internal combustion engine 2 in the width direction of the vehicle, such as a drive device for an FF vehicle, it is particularly preferable that the vehicle drive device is downsized in the axial direction L. In this regard, the vehicle drive device 1 according to the present embodiment includes two transmission mechanisms (41, 42) and two engagement devices (51, 52) for switching between the two transmission mechanisms (41, 42). It is possible to suppress an increase in the size of the apparatus while including both the automatic transmission 4 provided with the rotating electric machine 3. Hereinafter, this point will be described.
図1に示すように、第一変速機構41は、遊星歯車式であって、第一被駆動ギヤ21よりも軸方向第一側L1に配置されている。また、第二変速機構42は、遊星歯車式であって、第二被駆動ギヤ22よりも軸方向第一側L1に配置されている。ここで、遊星歯車式の変速機構とは、単数又は複数の遊星歯車機構を用いて構成される変速機構であり、各遊星歯車機構の差動状態をクラッチ又はブレーキで制御することで変速比が変更される変速機構である。第一変速機構41及び第二変速機構42は、平行軸歯車式の動力伝達機構を有していない。ここで、平行軸歯車式の動力伝達機構は、互いに平行に配置された複数の軸(位置が固定された軸)の間での動力の伝達が、各軸に配置された歯車同士の噛み合いにより行われる機構である。すなわち、遊星歯車式の変速機構で構成される第一変速機構41及び第二変速機構42は、係合装置と遊星歯車機構とを備える。そして、遊星歯車式の変速機構で構成される第一変速機構41及び第二変速機構42は、係合装置の掴み替え(係合装置の係合の状態の入れ替え)により、遊星歯車機構のみにより変速比が形成(或いは変更)される。本実施形態では、第一被駆動ギヤ21と第二被駆動ギヤ22とは、軸方向Lの互いに同じ位置に配置されている。また、本実施形態では、第一変速機構41及び第二変速機構42が、軸方向Lの配置領域が互いに重複するように配置されている。すなわち、第二変速機構42は、第一変速機構41の径方向に見て第一変速機構41と重複する位置に配置されている。また、本実施形態では、第一変速機構41及び第二変速機構42は、軸方向Lに見て互いに重複しないように配置されている。
As shown in FIG. 1, the first speed change mechanism 41 is a planetary gear type and is disposed on the first axial side L <b> 1 with respect to the first driven gear 21. The second speed change mechanism 42 is a planetary gear type, and is disposed on the first axial side L <b> 1 with respect to the second driven gear 22. Here, the planetary gear type transmission mechanism is a transmission mechanism configured by using one or a plurality of planetary gear mechanisms, and the gear ratio is controlled by controlling the differential state of each planetary gear mechanism with a clutch or a brake. The speed change mechanism is changed. The first transmission mechanism 41 and the second transmission mechanism 42 do not have a parallel shaft gear type power transmission mechanism. Here, the power transmission mechanism of the parallel shaft gear type is such that the transmission of power between a plurality of shafts (shafts whose positions are fixed) arranged in parallel with each other is based on the meshing of the gears disposed on each shaft. This is the mechanism that takes place. That is, the first speed change mechanism 41 and the second speed change mechanism 42 configured by a planetary gear type speed change mechanism include an engagement device and a planetary gear mechanism. The first transmission mechanism 41 and the second transmission mechanism 42, which are planetary gear type transmission mechanisms, can be operated only by the planetary gear mechanism by re-engaging the engagement device (changing the engagement state of the engagement device). A transmission ratio is formed (or changed). In the present embodiment, the first driven gear 21 and the second driven gear 22 are arranged at the same position in the axial direction L. In the present embodiment, the first transmission mechanism 41 and the second transmission mechanism 42 are arranged such that arrangement regions in the axial direction L overlap each other. That is, the second transmission mechanism 42 is disposed at a position overlapping the first transmission mechanism 41 when viewed in the radial direction of the first transmission mechanism 41. In the present embodiment, the first transmission mechanism 41 and the second transmission mechanism 42 are disposed so as not to overlap each other when viewed in the axial direction L.
回転電機3は、入力ギヤ機構10(共通駆動ギヤ13)よりも軸方向第一側L1であって、軸方向Lに見て入力ギヤ機構10(共通駆動ギヤ13)又は入力ギヤ機構10と一体回転する部材と重複するように配置されている。入力ギヤ機構10と一体回転する部材には、入力ギヤ機構10と同軸に(ここでは、第一軸A1上に)配置される部材であって、入力ギヤ機構10と常に一体回転する部材が含まれる。本実施形態では、第三係合装置53(具体的には、第三係合装置53の出力側係合部材)が、このような部材に該当する。入力ギヤ機構10と一体回転する部材に、入力ギヤ機構10と同軸に配置される部材であって、入力ギヤ機構10との連結状態が維持された状態で入力ギヤ機構10と一体回転する部材を含めることもできる。本実施形態では、第三係合装置53の直結状態で入力ギヤ機構10と一体回転する第三係合装置53の入力側係合部材や入力軸90が、このような部材に該当する。本実施形態では、回転電機3は、軸方向Lに見て入力ギヤ機構10(共通駆動ギヤ13)と重複するように配置されている(図2参照)。また、本実施形態では、回転電機3は、軸方向Lに見て入力ギヤ機構10と一体回転する部材と重複するように配置されており、具体的には、軸方向Lに見て第三係合装置53及び入力軸90と重複するように配置されている。このように、本実施形態では、回転電機3は、軸方向Lに見て入力ギヤ機構10及び入力ギヤ機構10と一体回転する部材の双方と重複するように配置されている。図2に示すように、本実施形態では、回転電機3は、軸方向Lに見て入力ギヤ機構10の軸心(第一軸A1)と重複するように配置されている。そして、回転電機3の少なくとも一部が、回転電機3の径方向に見て第一変速機構41及び第二変速機構42のそれぞれと重複する位置に配置されている。これにより、以下に述べるように、回転電機3を配置することによる装置全体の寸法の拡大を、軸方向L及び軸方向Lに直交する方向の双方について抑制して、装置全体の小型化を図ることが可能となっている。
The rotating electrical machine 3 is closer to the first axial side L1 than the input gear mechanism 10 (common drive gear 13) and is integrated with the input gear mechanism 10 (common drive gear 13) or the input gear mechanism 10 when viewed in the axial direction L. It arrange | positions so that it may overlap with the member to rotate. The members that rotate integrally with the input gear mechanism 10 include members that are arranged coaxially with the input gear mechanism 10 (here, on the first axis A1) and that always rotate integrally with the input gear mechanism 10. It is. In the present embodiment, the third engagement device 53 (specifically, the output side engagement member of the third engagement device 53) corresponds to such a member. A member that rotates integrally with the input gear mechanism 10 is a member that is disposed coaxially with the input gear mechanism 10 and that rotates integrally with the input gear mechanism 10 while being connected to the input gear mechanism 10. Can also be included. In the present embodiment, the input side engagement member and the input shaft 90 of the third engagement device 53 that rotate integrally with the input gear mechanism 10 in a directly connected state of the third engagement device 53 correspond to such a member. In the present embodiment, the rotating electrical machine 3 is disposed so as to overlap with the input gear mechanism 10 (common drive gear 13) when viewed in the axial direction L (see FIG. 2). In the present embodiment, the rotating electrical machine 3 is disposed so as to overlap with a member that rotates integrally with the input gear mechanism 10 when viewed in the axial direction L. Specifically, the rotating electrical machine 3 is third when viewed in the axial direction L. The engaging device 53 and the input shaft 90 are disposed so as to overlap. Thus, in the present embodiment, the rotating electrical machine 3 is disposed so as to overlap both the input gear mechanism 10 and the member that rotates integrally with the input gear mechanism 10 when viewed in the axial direction L. As shown in FIG. 2, in the present embodiment, the rotating electrical machine 3 is disposed so as to overlap the axis (first axis A1) of the input gear mechanism 10 when viewed in the axial direction L. At least a part of the rotating electrical machine 3 is disposed at a position overlapping with each of the first transmission mechanism 41 and the second transmission mechanism 42 when viewed in the radial direction of the rotating electrical machine 3. Thereby, as described below, the enlargement of the overall size of the device due to the arrangement of the rotating electrical machine 3 is suppressed in both the axial direction L and the direction orthogonal to the axial direction L, thereby reducing the size of the entire device. It is possible.
上記のように、第一被駆動ギヤ21よりも軸方向第一側L1に配置される第一変速機構41を遊星歯車式の変速機構とすることで、第一被駆動ギヤ21よりも軸方向第一側L1に、入力ギヤ機構10が配置される第一軸A1と第一変速機構41が配置される第二軸A2との間で動力の伝達を行うための部材が配置されない構成とすることができる。同様に、第二被駆動ギヤ22よりも軸方向第一側L1に配置される第二変速機構42を遊星歯車式の変速機構とすることで、第二被駆動ギヤ22よりも軸方向第一側L1に、入力ギヤ機構10が配置される第一軸A1と第二変速機構42が配置される第三軸A3との間で動力の伝達を行うための部材が配置されない構成とすることができる。この結果、入力ギヤ機構10よりも軸方向第一側L1であって軸方向Lに見て入力ギヤ機構10又は入力ギヤ機構10と一体回転する部材と重複する領域に、回転電機3の径方向に見て第一変速機構41及び第二変速機構42のそれぞれと重複するように回転電機3の少なくとも一部を配置するための空間を確保することが可能となっている。すなわち、装置全体の軸方向Lに直交する方向の寸法を短く抑えるために、軸方向Lに見て入力ギヤ機構10(共通駆動ギヤ13)又は入力ギヤ機構10と一体回転する部材と重複するように回転電機3を配置しつつ、回転電機3の径方向に見て第一変速機構41及び第二変速機構42のそれぞれと重複する位置に回転電機3の少なくとも一部を配置することで、装置全体の軸方向Lの長さの短縮を図ることが可能となっている。本実施形態では、回転電機3の少なくとも一部が、第一変速機構41及び第二変速機構42の双方が配置される軸方向Lの領域内に配置される。なお、回転電機3は、軸方向Lに見て、第一変速機構41及び第二変速機構42のいずれとも重複しないように配置されている。
As described above, the first speed change mechanism 41 disposed on the first axial side L1 relative to the first driven gear 21 is a planetary gear type speed change mechanism, so that it is more axial than the first driven gear 21. A member for transmitting power between the first shaft A1 where the input gear mechanism 10 is disposed and the second shaft A2 where the first transmission mechanism 41 is disposed is not disposed on the first side L1. be able to. Similarly, the second speed change mechanism 42 disposed on the first axial side L1 with respect to the second driven gear 22 is a planetary gear type speed change mechanism, so that the first speed in the axial direction is higher than that of the second driven gear 22. On the side L1, a member for transmitting power between the first shaft A1 where the input gear mechanism 10 is disposed and the third shaft A3 where the second transmission mechanism 42 is disposed is not disposed. it can. As a result, the radial direction of the rotating electrical machine 3 is in a region overlapping with the input gear mechanism 10 or a member that rotates integrally with the input gear mechanism 10 when viewed in the axial direction L on the first axial side L1 from the input gear mechanism 10. Thus, it is possible to secure a space for disposing at least a part of the rotating electrical machine 3 so as to overlap with each of the first transmission mechanism 41 and the second transmission mechanism 42. In other words, the input gear mechanism 10 (common drive gear 13) or a member that rotates integrally with the input gear mechanism 10 as viewed in the axial direction L is overlapped in order to keep the dimension in the direction orthogonal to the axial direction L of the entire apparatus short. By disposing at least a part of the rotating electrical machine 3 at a position overlapping with each of the first transmission mechanism 41 and the second transmission mechanism 42 when viewed in the radial direction of the rotating electrical machine 3, the rotating electrical machine 3 is disposed in the apparatus. The overall length in the axial direction L can be reduced. In the present embodiment, at least a part of the rotating electrical machine 3 is disposed in a region in the axial direction L where both the first transmission mechanism 41 and the second transmission mechanism 42 are disposed. The rotating electrical machine 3 is disposed so as not to overlap with either the first transmission mechanism 41 or the second transmission mechanism 42 when viewed in the axial direction L.
本実施形態では、入力ギヤ機構10(共通駆動ギヤ13)よりも軸方向第一側L1には、入力ギヤ機構10と同軸に配置される回転部材(すなわち、第一軸A1上に配置される回転部材)は存在しない。また、本実施形態では、入力ギヤ機構10(共通駆動ギヤ13)よりも軸方向第一側L1に、変速比を変更可能な平行軸歯車式の変速機構は設けられていない。ここで、変速比を変更可能な平行軸歯車式の変速機構とは、上述した平行軸歯車式の動力伝達機構を用いて構成される変速機構であり、各軸に複数配置された歯車の組み合わせのうちで軸に連結される組み合わせを変更することで変速比が変更される変速機構である。本実施形態では、入力ギヤ機構10(共通駆動ギヤ13)よりも軸方向第一側L1には、カウンタギヤ機構のような変速比が固定された平行軸歯車式の変速機構(動力伝達機構)も設けられていない。
In the present embodiment, the rotating member (that is, arranged on the first axis A1) is arranged on the first axial side L1 with respect to the input gear mechanism 10 (common drive gear 13) on the first axis A1. There is no rotating member). Further, in the present embodiment, a parallel shaft gear type transmission mechanism capable of changing the transmission gear ratio is not provided on the first axial side L1 from the input gear mechanism 10 (common drive gear 13). Here, the transmission mechanism of the parallel shaft gear type capable of changing the gear ratio is a transmission mechanism configured using the above-described parallel shaft gear type power transmission mechanism, and a combination of a plurality of gears arranged on each shaft. Among these, a speed change mechanism in which the speed ratio is changed by changing the combination connected to the shaft. In the present embodiment, a parallel shaft gear type speed change mechanism (power transmission mechanism) such as a counter gear mechanism is fixed on the first axial side L1 from the input gear mechanism 10 (common drive gear 13). Is not provided.
本実施形態では、図1に示すように、回転電機3の出力回転部材3aは、出力回転部材3aと噛み合う共通駆動ギヤ13よりも小径に形成されている。よって、本実施形態では、回転電機3の回転が減速されて、入力ギヤ機構10(共通駆動ギヤ13)に伝達される。この結果、回転電機3の回転が同速で或いは増速されて入力ギヤ機構10(共通駆動ギヤ13)に伝達される場合に比べて、同じ出力トルクを得るためにより小型の回転電機3を用いることができ、この点からも装置全体の小型化を図ることが可能となっている。
In this embodiment, as shown in FIG. 1, the output rotating member 3a of the rotating electrical machine 3 is formed with a smaller diameter than the common drive gear 13 that meshes with the output rotating member 3a. Therefore, in the present embodiment, the rotation of the rotating electrical machine 3 is decelerated and transmitted to the input gear mechanism 10 (common drive gear 13). As a result, compared with the case where the rotation of the rotating electrical machine 3 is transmitted to the input gear mechanism 10 (common drive gear 13) at the same speed or increased, the smaller rotating electrical machine 3 is used to obtain the same output torque. From this point, it is possible to reduce the size of the entire apparatus.
更に、本実施形態では、図1に示すように、第一出力ギヤ31が、第一変速機構41よりも軸方向第二側L2に配置され、第二出力ギヤ32が、第二変速機構42よりも軸方向第二側L2に配置されている。そして、本実施形態では、第一出力ギヤ31及び第二出力ギヤ32の双方が、径方向R(本実施形態では、共通駆動ギヤ13の径方向)に見て第三係合装置53と重複するように配置されている。また、本実施形態では、第二出力ギヤ32は、第一出力ギヤ31の径方向に見て第一出力ギヤ31と重複する位置に配置されている。ここでは、第一出力ギヤ31と第二出力ギヤ32とは、軸方向Lの同じ位置に配置されている。図1に示すように、本実施形態では、第二軸A2上において軸方向第二側L2から順に、第一出力ギヤ31、第一被駆動ギヤ21、第一係合装置51、及び第一変速機構41の順に配置され、第三軸A3上において軸方向第二側L2から順に、第二出力ギヤ32、第二被駆動ギヤ22、第二係合装置52、及び第二変速機構42の順に配置されている。すなわち、軸方向第二側L2から順に、出力ギヤ(31,32)、被駆動ギヤ(21,22)、係合装置(51,52)、及び変速機構(41,42)の順に配置されている。
Further, in the present embodiment, as shown in FIG. 1, the first output gear 31 is disposed on the second axial side L2 with respect to the first transmission mechanism 41, and the second output gear 32 is provided with the second transmission mechanism 42. It is arrange | positioned rather than the axial direction 2nd side L2. In the present embodiment, both the first output gear 31 and the second output gear 32 overlap with the third engagement device 53 when viewed in the radial direction R (in the present embodiment, the radial direction of the common drive gear 13). Are arranged to be. In the present embodiment, the second output gear 32 is disposed at a position overlapping the first output gear 31 when viewed in the radial direction of the first output gear 31. Here, the first output gear 31 and the second output gear 32 are arranged at the same position in the axial direction L. As shown in FIG. 1, in the present embodiment, the first output gear 31, the first driven gear 21, the first engagement device 51, and the first are sequentially arranged from the second axial side L2 on the second axis A2. The transmission mechanism 41 is arranged in this order, and the second output gear 32, the second driven gear 22, the second engagement device 52, and the second transmission mechanism 42 are sequentially arranged on the third axis A3 from the second axial side L2. Arranged in order. That is, the output gears (31, 32), the driven gears (21, 22), the engagement devices (51, 52), and the transmission mechanisms (41, 42) are arranged in this order from the second axial side L2. Yes.
以下、本実施形態に係る第一変速機構41及び第二変速機構42の具体的構成について説明する。自動変速機4は、変速比の異なる複数の変速段を形成可能な有段の自動変速機である。本実施形態では、図4に示すように、自動変速機4は、変速比の異なる6つの前進用変速段(第一段1st、第二段2nd、第三段3rd、第四段4th、第五段5th、第六段6th)を形成可能に構成されている。これらの前進用変速段は、第一段から第六段に向かって(すなわち、高速段側に向かって)変速比が段階的に小さくなる。ここで、「変速比」は、出力部材91の回転速度に対する入力ギヤ機構10(共通駆動ギヤ13)の回転速度の比である。
Hereinafter, specific configurations of the first transmission mechanism 41 and the second transmission mechanism 42 according to the present embodiment will be described. The automatic transmission 4 is a stepped automatic transmission capable of forming a plurality of shift stages having different gear ratios. In the present embodiment, as shown in FIG. 4, the automatic transmission 4 includes six forward shift speeds (first speed 1st, second speed 2nd, third speed 3rd, fourth speed 4th, 5th stage 5th and 6th stage 6th) can be formed. These forward shift speeds gradually decrease in gear ratio from the first speed toward the sixth speed (that is, toward the high speed speed side). Here, the “speed ratio” is the ratio of the rotational speed of the input gear mechanism 10 (common drive gear 13) to the rotational speed of the output member 91.
本実施形態では、第一変速機構41は、複数の前進用変速段のうちの奇数段を形成し、第二変速機構42は、複数の前進用変速段のうちの偶数段を形成する。ここで、奇数段とは、複数の前進用変速段を変速比が大きい順に並べた場合の奇数番目の変速段(本実施形態では、第一段1st、第三段3rd、第五段5th)であり、偶数段とは、複数の前進用変速段を変速比が大きい順に並べた場合の偶数番目の変速段(本実施形態では、第二段2nd、第四段4th、第六段6th)である。よって、図4に示すように、自動変速機4が奇数段を形成する場合には、第一係合装置51としての第一クラッチC1が係合されると共に第二係合装置52としての第二クラッチC2が解放されることで、入力ギヤ機構10(共通駆動ギヤ13)の回転が、第一変速機構41に入力される。また、自動変速機4が偶数段を形成する場合には、第一クラッチC1が解放されると共に第二クラッチC2が係合されることで、入力ギヤ機構10(共通駆動ギヤ13)の回転が、第二変速機構42に入力される。なお、図4では、「○」は、当該係合装置(クラッチ又はブレーキ)が係合されることを示し、「無印」は、当該係合装置が解放されることを示している。本実施形態では、自動変速機4は後進用の変速段を形成可能には構成されておらず、車両の後進時には、いずれかの前進用変速段(例えば、第一段1st)が形成された状態で回転電機3を前進時とは逆方向に回転させるように構成されている。
In the present embodiment, the first speed change mechanism 41 forms an odd number of the plurality of forward speeds, and the second speed change mechanism 42 forms an even number of the plurality of forward speeds. Here, the odd-numbered gear is an odd-numbered gear when a plurality of forward shift gears are arranged in descending order of the gear ratio (in this embodiment, the first gear 1st, the third gear 3rd, and the fifth gear 5th). The even-numbered gear is an even-numbered gear when a plurality of forward gears are arranged in descending order of the gear ratio (in this embodiment, the second gear 2nd, the fourth gear 4th, and the sixth gear 6th). It is. Therefore, as shown in FIG. 4, when the automatic transmission 4 forms an odd number of stages, the first clutch C <b> 1 as the first engagement device 51 is engaged and the second engagement device 52 as the second engagement device 52. The rotation of the input gear mechanism 10 (common drive gear 13) is input to the first transmission mechanism 41 by releasing the two clutch C2. Further, when the automatic transmission 4 forms an even number of stages, the first clutch C1 is released and the second clutch C2 is engaged, so that the input gear mechanism 10 (common drive gear 13) rotates. The second transmission mechanism 42 is input. In FIG. 4, “◯” indicates that the engagement device (clutch or brake) is engaged, and “no mark” indicates that the engagement device is released. In the present embodiment, the automatic transmission 4 is not configured to be able to form a reverse gear, and any forward gear (for example, the first gear 1st) is formed when the vehicle is reverse. In this state, the rotating electrical machine 3 is configured to rotate in the direction opposite to that during forward movement.
上述したように、電動走行モードの実行時には、第三係合装置53が解放される。本実施形態では、回転電機3の出力回転部材3aが、入力軸90と出力部材91との間の動力伝達経路における、第一係合装置51(第一クラッチC1)及び第二係合装置52(第二クラッチC2)よりも入力軸90の側に配置される部材(具体的には、共通駆動ギヤ13)に連結されている。そのため、第一係合装置51を係合することで、回転電機3の回転を第一変速機構41によって変速して出力部材91に伝達させることができ、第二係合装置52を係合することで、回転電機3の回転を第二変速機構42によって変速して出力部材91に伝達させることができる。すなわち、電動走行モードを、第一変速機構41により形成される奇数段と第二変速機構42により形成される偶数段との双方で実現することが可能となっている。また、第一変速機構41により形成される奇数段と第二変速機構42により形成される偶数段との双方で、ハイブリッド走行モードを実現すること(すなわち、回転電機3にアシストトルクを発生させること)や、回転電機3による発電を行うこと(すなわち、回転電機3に回生トルクを発生させること)が可能となっている。
As described above, the third engagement device 53 is released when the electric travel mode is executed. In the present embodiment, the output rotating member 3a of the rotating electrical machine 3 includes the first engagement device 51 (first clutch C1) and the second engagement device 52 in the power transmission path between the input shaft 90 and the output member 91. It is connected to a member (specifically, the common drive gear 13) disposed closer to the input shaft 90 than the (second clutch C2). Therefore, by engaging the first engagement device 51, the rotation of the rotating electrical machine 3 can be shifted by the first transmission mechanism 41 and transmitted to the output member 91, and the second engagement device 52 is engaged. Thus, the rotation of the rotating electrical machine 3 can be shifted by the second transmission mechanism 42 and transmitted to the output member 91. In other words, the electric travel mode can be realized by both odd-numbered stages formed by the first transmission mechanism 41 and even-numbered stages formed by the second transmission mechanism 42. Further, the hybrid travel mode is realized in both the odd-numbered stage formed by the first transmission mechanism 41 and the even-numbered stage formed by the second transmission mechanism 42 (that is, the assist torque is generated in the rotating electrical machine 3). ) And power generation by the rotating electrical machine 3 (that is, generating regenerative torque in the rotating electrical machine 3).
詳細は省略するが、本実施形態に係る車両用駆動装置1は、回転電機3に電力を供給する蓄電装置を家庭用電源等の外部電源により充電可能なプラグインハイブリッド車両用の駆動装置として用いることが可能に構成されている。すなわち、本実施形態では、変速比が最も小さい変速段(本実施形態では、第六段6th)が自動変速機4により形成されている場合(すなわち、変速比が最も小さい変速段が選択される程度の高車速である場合)でも、出力部材91に必要な大きさのトルクを回転電機3から伝達することが可能な大きさに、回転電機3の出力トルクの大きさが設定されている。
Although details are omitted, the vehicle drive device 1 according to the present embodiment uses a power storage device that supplies power to the rotating electrical machine 3 as a drive device for a plug-in hybrid vehicle that can be charged by an external power source such as a household power source. It is configured to be possible. That is, in the present embodiment, when the gear stage having the smallest gear ratio (in this embodiment, the sixth gear 6th) is formed by the automatic transmission 4 (that is, the gear stage having the smallest gear ratio is selected). The magnitude of the output torque of the rotating electrical machine 3 is set to such a magnitude that the torque required for the output member 91 can be transmitted from the rotating electrical machine 3 even when the vehicle speed is high.
本実施形態では、第一変速機構41は、2つの遊星歯車機構を備えている。すなわち、第一変速機構41は、遊星歯車機構(ここでは、2つの遊星歯車機構)を用いて構成される第一歯車機構71を備えている。そして、当該2つの遊星歯車機構のそれぞれが有する3つの回転要素のうち、2つずつが互いに一体回転するように連結されることで、全体として4つの回転要素を備えた遊星歯車装置が形成されている。具体的には、図1に示すように、第一変速機構41は、第一遊星歯車機構61及び第三遊星歯車機構63を備えている。第三遊星歯車機構63は、第一遊星歯車機構61に対して軸方向第一側L1に隣接して配置されている。第一遊星歯車機構61は、ダブルピニオン型の遊星歯車機構であり、第三遊星歯車機構63は、シングルピニオン型の遊星歯車機構である。そして、第一遊星歯車機構61のリングギヤ(第一リングギヤR1)と第三遊星歯車機構63のリングギヤ(第三リングギヤR3)とが一体回転するように連結されると共に、第一遊星歯車機構61のキャリヤ(第一キャリヤCA1)と第三遊星歯車機構63のサンギヤ(第三サンギヤS3)とが一体回転するように連結されている。また、第一遊星歯車機構61のサンギヤ(第一サンギヤS1)が、第一係合装置51(第一クラッチC1)を介して第一被駆動ギヤ21に連結され、第一リングギヤR1及び第三リングギヤR3が、第一出力ギヤ31と一体回転するように連結されている。そして、第一変速機構41は、第三遊星歯車機構63のキャリヤ(第三キャリヤCA3)をケース6に選択的に固定する第一ブレーキB1と、第一キャリヤCA1及び第三サンギヤS3をケース6に選択的に固定する第三ブレーキB3と、第三キャリヤCA3と第一キャリヤCA1及び第三サンギヤS3とを選択的に連結する第三クラッチC3と、を備えている。本実施形態では、第一ブレーキB1、第三ブレーキB3、及び第三クラッチC3の全てが、第一歯車機構71よりも軸方向第一側L1に配置されている。
In the present embodiment, the first speed change mechanism 41 includes two planetary gear mechanisms. That is, the first speed change mechanism 41 includes a first gear mechanism 71 configured using a planetary gear mechanism (here, two planetary gear mechanisms). Of the three rotating elements of each of the two planetary gear mechanisms, two are connected so as to rotate integrally with each other, thereby forming a planetary gear device having four rotating elements as a whole. ing. Specifically, as shown in FIG. 1, the first speed change mechanism 41 includes a first planetary gear mechanism 61 and a third planetary gear mechanism 63. The third planetary gear mechanism 63 is disposed adjacent to the first planetary gear mechanism 61 on the first axial side L1. The first planetary gear mechanism 61 is a double pinion type planetary gear mechanism, and the third planetary gear mechanism 63 is a single pinion type planetary gear mechanism. The ring gear (first ring gear R1) of the first planetary gear mechanism 61 and the ring gear (third ring gear R3) of the third planetary gear mechanism 63 are connected so as to rotate integrally, and the first planetary gear mechanism 61 The carrier (first carrier CA1) and the sun gear (third sun gear S3) of the third planetary gear mechanism 63 are coupled to rotate integrally. The sun gear (first sun gear S1) of the first planetary gear mechanism 61 is connected to the first driven gear 21 via the first engagement device 51 (first clutch C1), and the first ring gear R1 and the third gear 3 are connected. The ring gear R3 is coupled to rotate integrally with the first output gear 31. The first speed change mechanism 41 includes a first brake B1 that selectively fixes the carrier (third carrier CA3) of the third planetary gear mechanism 63 to the case 6, and the first carrier CA1 and the third sun gear S3. And a third clutch C3 for selectively connecting the third carrier CA3 to the first carrier CA1 and the third sun gear S3. In the present embodiment, all of the first brake B1, the third brake B3, and the third clutch C3 are disposed on the first axial side L1 with respect to the first gear mechanism 71.
また、本実施形態では、第二変速機構42は、2つの遊星歯車機構を備えている。すなわち、第二変速機構42は、遊星歯車機構(ここでは、2つの遊星歯車機構)を用いて構成される第二歯車機構72を備えている。そして、当該2つの遊星歯車機構のそれぞれが有する3つの回転要素のうち、2つずつが互いに一体回転するように連結されることで、全体として4つの回転要素を備えた遊星歯車装置が形成されている。具体的には、図1に示すように、第二変速機構42は、第二遊星歯車機構62及び第四遊星歯車機構64を備えている。第四遊星歯車機構64は、第二遊星歯車機構62に対して軸方向第一側L1に隣接して配置されている。第二遊星歯車機構62は、シングルピニオン型の遊星歯車機構であり、第四遊星歯車機構64も、シングルピニオン型の遊星歯車機構である。すなわち、第二変速機構42は、第一変速機構41とは異なる構成を有している。そして、第二遊星歯車機構62のリングギヤ(第二リングギヤR2)と第四遊星歯車機構64のキャリヤ(第四キャリヤCA4)とが一体回転するように連結されると共に、第二遊星歯車機構62のキャリヤ(第二キャリヤCA2)と第四遊星歯車機構64のリングギヤ(第四リングギヤR4)とが一体回転するように連結されている。また、第二遊星歯車機構62のサンギヤ(第二サンギヤS2)が、第二係合装置52(第二クラッチC2)を介して第二被駆動ギヤ22に連結され、第二キャリヤCA2及び第四リングギヤR4が、第二出力ギヤ32と一体回転するように連結されている。そして、第二変速機構42は、第二リングギヤR2及び第四キャリヤCA4をケース6に選択的に固定する第二ブレーキB2と、第四遊星歯車機構64のサンギヤ(第四サンギヤS4)をケース6に選択的に固定する第四ブレーキB4と、第二リングギヤR2及び第四キャリヤCA4と第四サンギヤS4とを選択的に連結する第四クラッチC4と、を備えている。本実施形態では、第二ブレーキB2、第四ブレーキB4、及び第四クラッチC4の全てが、第二歯車機構72よりも軸方向第一側L1に配置されている。
In the present embodiment, the second speed change mechanism 42 includes two planetary gear mechanisms. That is, the second speed change mechanism 42 includes a second gear mechanism 72 configured using a planetary gear mechanism (here, two planetary gear mechanisms). Of the three rotating elements of each of the two planetary gear mechanisms, two are connected so as to rotate integrally with each other, thereby forming a planetary gear device having four rotating elements as a whole. ing. Specifically, as shown in FIG. 1, the second speed change mechanism 42 includes a second planetary gear mechanism 62 and a fourth planetary gear mechanism 64. The fourth planetary gear mechanism 64 is arranged adjacent to the second planetary gear mechanism 62 on the first axial side L1. The second planetary gear mechanism 62 is a single pinion type planetary gear mechanism, and the fourth planetary gear mechanism 64 is also a single pinion type planetary gear mechanism. That is, the second speed change mechanism 42 has a configuration different from that of the first speed change mechanism 41. The ring gear (second ring gear R2) of the second planetary gear mechanism 62 and the carrier (fourth carrier CA4) of the fourth planetary gear mechanism 64 are connected to rotate integrally, and the second planetary gear mechanism 62 The carrier (second carrier CA2) and the ring gear (fourth ring gear R4) of the fourth planetary gear mechanism 64 are coupled to rotate integrally. The sun gear (second sun gear S2) of the second planetary gear mechanism 62 is connected to the second driven gear 22 via the second engagement device 52 (second clutch C2), and the second carrier CA2 and the fourth gear. Ring gear R4 is connected to rotate integrally with second output gear 32. The second speed change mechanism 42 includes the second brake B2 that selectively fixes the second ring gear R2 and the fourth carrier CA4 to the case 6, and the sun gear (fourth sun gear S4) of the fourth planetary gear mechanism 64. A fourth brake B4 that is selectively fixed to the second ring gear R4, and a fourth clutch C4 that selectively connects the second ring gear R2, the fourth carrier CA4, and the fourth sun gear S4. In the present embodiment, all of the second brake B 2, the fourth brake B 4, and the fourth clutch C 4 are arranged on the first axial side L 1 with respect to the second gear mechanism 72.
このように、本実施形態では、第一変速機構41は、軸方向Lに並べて配置される2つの遊星歯車機構(具体的には、第一遊星歯車機構61及び第三遊星歯車機構63)を備え、第二変速機構42は、軸方向Lに並べて配置される2つの遊星歯車機構(具体的には、第二遊星歯車機構62及び第四遊星歯車機構64)を備えている。すなわち、本実施形態では、第一変速機構41を構成する遊星歯車機構の軸方向Lに並ぶ数と、第二変速機構42を構成する遊星歯車機構の軸方向Lに並ぶ数とが、同じとされている。このような構成とすることで、第一変速機構41及び第二変速機構42のそれぞれの軸方向Lの長さを同じ或いは同程度とすることができ、この結果、第一変速機構41の全体或いは大部分と第二変速機構42の全体或いは大部分とを軸方向Lの同じ領域内に配置して、装置全体の軸方向Lの小型化を図ることが可能となっている。
As described above, in the present embodiment, the first speed change mechanism 41 includes two planetary gear mechanisms (specifically, the first planetary gear mechanism 61 and the third planetary gear mechanism 63) arranged side by side in the axial direction L. The second speed change mechanism 42 includes two planetary gear mechanisms (specifically, the second planetary gear mechanism 62 and the fourth planetary gear mechanism 64) arranged side by side in the axial direction L. That is, in this embodiment, the number arranged in the axial direction L of the planetary gear mechanism constituting the first transmission mechanism 41 is the same as the number arranged in the axial direction L of the planetary gear mechanism constituting the second transmission mechanism 42. Has been. By adopting such a configuration, the lengths of the first transmission mechanism 41 and the second transmission mechanism 42 in the axial direction L can be made the same or similar. As a result, the entire first transmission mechanism 41 Alternatively, it is possible to reduce the size of the entire apparatus in the axial direction L by disposing the most part and the whole or most of the second transmission mechanism 42 in the same region in the axial direction L.
第一変速機構41は、第一歯車機構71と、第一歯車機構71よりも軸方向第一側L1に配置されて第一歯車機構71の差動状態を制御する第一変速用係合装置(ここでは、第一ブレーキB1、第三ブレーキB3、及び第三クラッチC3)と、を備えている。また、第二変速機構42は、第二歯車機構72と、第二歯車機構72よりも軸方向第一側L1に配置されて第二歯車機構72の差動状態を制御する第二変速用係合装置(ここでは、第二ブレーキB2、第四ブレーキB4、及び第四クラッチC4)と、を備えている。そして、本実施形態では、第一変速用係合装置(B1,B3,C3)が、第二変速機構42の径方向に見て第二変速用係合装置(B2,B4,C4)と重複する位置に配置されている。なお、ここでの第一変速用係合装置と第二変速用係合装置との重複は、少なくともいずれかの第一変速用係合装置が、第二変速機構42の径方向に見て、少なくともいずれかの第二変速用係合装置と重複する位置に配置されることを意味する。ここでは、第一ブレーキB1と第四ブレーキB4とが軸方向Lの同じ位置に配置され、第三クラッチC3と第四クラッチC4とが軸方向Lの同じ位置に配置され、第三ブレーキB3と第二ブレーキB2とが軸方向Lの同じ位置に配置されている。このような構成とすることによっても、第一変速機構41及び第二変速機構42のそれぞれの軸方向Lの長さを同じ或いは同程度とすることが可能となっている。なお、いずれの第一変速用係合装置も、第二変速機構42の径方向に見て、いずれの第二変速用係合装置とも重複しない位置に配置される構成とすることも可能である。
The first speed change mechanism 41 is a first gear mechanism 71 and a first speed change engagement device that is disposed closer to the first axial side L1 than the first gear mechanism 71 and controls the differential state of the first gear mechanism 71. (Here, the first brake B1, the third brake B3, and the third clutch C3). The second speed change mechanism 42 is a second gear mechanism 72 and a second speed change mechanism that is disposed on the first axial side L1 relative to the second gear mechanism 72 and controls the differential state of the second gear mechanism 72. A combination device (here, the second brake B2, the fourth brake B4, and the fourth clutch C4). In the present embodiment, the first shift engagement device (B1, B3, C3) overlaps with the second shift engagement device (B2, B4, C4) when viewed in the radial direction of the second transmission mechanism 42. It is arranged at the position to do. The overlap between the first shift engagement device and the second shift engagement device here is that at least one of the first shift engagement devices is viewed in the radial direction of the second shift mechanism 42. It means that it is arranged at a position overlapping with at least one of the second shifting engagement devices. Here, the first brake B1 and the fourth brake B4 are arranged at the same position in the axial direction L, the third clutch C3 and the fourth clutch C4 are arranged at the same position in the axial direction L, and the third brake B3 The second brake B2 is disposed at the same position in the axial direction L. Even with such a configuration, the lengths of the first transmission mechanism 41 and the second transmission mechanism 42 in the axial direction L can be made the same or similar. Note that any of the first shift engagement devices may be arranged at a position that does not overlap with any of the second shift engagement devices when viewed in the radial direction of the second transmission mechanism 42. .
図3は、上記のように構成される第一変速機構41及び第二変速機構42の速度線図(共線図)である。図3において、縦軸は、図3の上部に示す各回転要素(第一変速機構41の4つの回転要素及び第二変速機構42の4つの回転要素)の回転速度に対応し、「0」は回転速度がゼロであることを示し、上側が正、下側が負となっている。そして、図4に示すように各係合装置(C1,C2,C3,C4,B1,B2,B3,B4)の係合の状態が制御されることで、各前進用変速段が形成される。図示は省略するが、パーキングレンジは、4つのブレーキ(B1,B2,B3,B4)の全てを係合すること、又は4つのブレーキ(B1,B2,B3,B4)のうち、2つのブレーキ(B1とB3、若しくはB2とB4)を係合することで実現される。そして、ニュートラルレンジは、各係合装置(C1,C2,C3,C4,B1,B2,B3,B4)を全て解放することで実現される。
FIG. 3 is a velocity diagram (collinear diagram) of the first transmission mechanism 41 and the second transmission mechanism 42 configured as described above. In FIG. 3, the vertical axis corresponds to the rotation speed of each rotation element (four rotation elements of the first transmission mechanism 41 and four rotation elements of the second transmission mechanism 42) shown in the upper part of FIG. Indicates that the rotational speed is zero, with the upper side being positive and the lower side being negative. Then, as shown in FIG. 4, the forward shift speeds are formed by controlling the engagement states of the respective engagement devices (C1, C2, C3, C4, B1, B2, B3, B4). . Although illustration is omitted, the parking range is to engage all four brakes (B1, B2, B3, B4) or two brakes (B1, B2, B3, B4) ( This is realized by engaging B1 and B3 or B2 and B4). And a neutral range is implement | achieved by releasing all each engagement apparatus (C1, C2, C3, C4, B1, B2, B3, B4).
図3では、第一変速機構41及び第二変速機構42のそれぞれの速度線図を、入力ギヤ機構10(共通駆動ギヤ13)の回転速度が互いに等しくなるように重ねて示している。図2に示すように、本実施形態では、第二被駆動ギヤ22が第一被駆動ギヤ21よりも小径に形成されている。よって、入力ギヤ機構10(共通駆動ギヤ13)と第一変速機構41(具体的には、第一変速機構41における入力ギヤ機構10に駆動連結される回転要素)との間の変速比を第一変速比とし、入力ギヤ機構10(共通駆動ギヤ13)と第二変速機構42(具体的には、第二変速機構42における入力ギヤ機構10に駆動連結される回転要素)との間の変速比を第二変速比とすると、本実施形態では、第一変速比と第二変速比とが互いに異なる値となる。具体的には、第一変速比を第一被駆動ギヤ21の回転速度に対する入力ギヤ機構10(共通駆動ギヤ13)の回転速度の比とし、第二変速比を第二被駆動ギヤ22の回転速度に対する入力ギヤ機構10(共通駆動ギヤ13)の回転速度の比とすると、第二変速比が第一変速比よりも小さい値となる。この結果、図3に示すように、第二クラッチC2が係合された状態での第二サンギヤS2の回転速度(第二被駆動ギヤ22の回転速度)が、第一クラッチC1が係合された状態での第一サンギヤS1の回転速度(第一被駆動ギヤ21の回転速度)よりも高くなっている。
3, the speed diagrams of the first speed change mechanism 41 and the second speed change mechanism 42 are shown so as to overlap each other so that the rotational speeds of the input gear mechanism 10 (common drive gear 13) are equal to each other. As shown in FIG. 2, in the present embodiment, the second driven gear 22 is formed with a smaller diameter than the first driven gear 21. Therefore, the gear ratio between the input gear mechanism 10 (common drive gear 13) and the first transmission mechanism 41 (specifically, the rotating element that is drivingly connected to the input gear mechanism 10 in the first transmission mechanism 41) is set to the first transmission ratio. A gear ratio between the input gear mechanism 10 (common drive gear 13) and the second transmission mechanism 42 (specifically, a rotating element that is drivingly connected to the input gear mechanism 10 in the second transmission mechanism 42). If the ratio is the second speed ratio, in the present embodiment, the first speed ratio and the second speed ratio are different from each other. Specifically, the first gear ratio is the ratio of the rotational speed of the input gear mechanism 10 (common drive gear 13) to the rotational speed of the first driven gear 21, and the second gear ratio is the rotation of the second driven gear 22. Assuming the ratio of the rotational speed of the input gear mechanism 10 (common drive gear 13) to the speed, the second gear ratio is smaller than the first gear ratio. As a result, as shown in FIG. 3, the rotational speed of the second sun gear S2 (the rotational speed of the second driven gear 22) when the second clutch C2 is engaged is the same as that of the first clutch C1. It is higher than the rotational speed of the first sun gear S1 in this state (the rotational speed of the first driven gear 21).
一方、図2に示すように、本実施形態では、第一出力ギヤ31と第二出力ギヤ32とは、互いに同径に形成されている。よって、第一変速機構41(具体的には、第一変速機構41における出力部材91に駆動連結される回転要素)と出力部材91との間の変速比を第三変速比とし、第二変速機構42(具体的には、第二変速機構42における出力部材91に駆動連結される回転要素)と出力部材91との間の変速比を第四変速比とすると、本実施形態では、第三変速比と第四変速比とが互いに同一の値となる。このように、本実施形態では、出力部材91の回転速度に対する第一出力ギヤ31の回転速度の比(第三変速比)と、出力部材91の回転速度に対する第二出力ギヤ32の回転速度の比(第四変速比)とが同じである。このような構成とは異なり、第三変速比と第四変速比とが異なる場合、すなわち、第一出力ギヤ31と第二出力ギヤ32とが互いに異なる径のギヤとされる場合には、自動変速機4により減速されることで第一被駆動ギヤ21や第二被駆動ギヤ22に比べて比較的大きなトルクを伝達する必要がある第一出力ギヤ31及び第二出力ギヤ32として、1種類ではなく2種類のギヤを用いる必要があり、種類の増大に応じて強度確保のための検証必要項目が増える等、製造コストの増大を招くおそれがある。これに対して、本実施形態では、第一出力ギヤ31及び第二出力ギヤ32が互いに同径のギヤであるため、同じ種類のギヤを第一出力ギヤ31及び第二出力ギヤ32として用いることができ、製造コストの抑制を図ることが可能となっている。なお、第一被駆動ギヤ21と第二被駆動ギヤ22とは互いに異なる径のギヤとされるため、第一被駆動ギヤ21及び第二被駆動ギヤ22として2種類のギヤを用いる必要があるが、第一被駆動ギヤ21及び第二被駆動ギヤ22は、第一出力ギヤ31及び第二出力ギヤ32に比べて伝達する必要のあるトルクが小さいため、必要とされる強度を確保することがその分容易となる。そのため、第一出力ギヤ31及び第二出力ギヤ32として2種類のギヤを用いる場合に比べて、製造コストの抑制を図ることができる。また、上記のように第三変速比と第四変速比とが同じ値であるため、隣接する変速段の組み合わせのそれぞれにおける変速比ステップ(隣接する変速段の間での変速比の比)を変えることなく、第一出力ギヤ31及び第二出力ギヤ32と差動入力ギヤ7aとの間のギヤ比を変更して、入力ギヤ機構10と出力部材91との間の変速比を変更することが可能となっている。この結果、入力ギヤ機構10と出力部材91との間の変速比を、車両用駆動装置1の搭載対象の車種等に応じて変更することが容易となっている。なお、第一変速比と第二変速比とが同じ値となる構成では、隣接する変速段の組み合わせのそれぞれにおける変速比ステップを変えることなく、第一被駆動ギヤ21及び第二被駆動ギヤ22と入力ギヤ機構10との間のギヤ比を変更して、入力ギヤ機構10と出力部材91との間の変速比を変更することができる。
On the other hand, as shown in FIG. 2, in the present embodiment, the first output gear 31 and the second output gear 32 are formed to have the same diameter. Therefore, the speed change ratio between the first speed change mechanism 41 (specifically, the rotating element that is drive-coupled to the output member 91 in the first speed change mechanism 41) and the output member 91 is the third speed change ratio, and the second speed change If the gear ratio between the mechanism 42 (specifically, the rotating element that is drivingly coupled to the output member 91 in the second transmission mechanism 42) and the output member 91 is the fourth gear ratio, The speed ratio and the fourth speed ratio are the same value. Thus, in the present embodiment, the ratio of the rotational speed of the first output gear 31 to the rotational speed of the output member 91 (third gear ratio) and the rotational speed of the second output gear 32 relative to the rotational speed of the output member 91 are as follows. The ratio (fourth transmission ratio) is the same. Unlike such a configuration, when the third gear ratio and the fourth gear ratio are different, that is, when the first output gear 31 and the second output gear 32 are gears having different diameters, As the first output gear 31 and the second output gear 32 that need to transmit a relatively large torque compared to the first driven gear 21 and the second driven gear 22 by being decelerated by the transmission 4, one type Instead, it is necessary to use two types of gears, and as the number of types increases, the number of items necessary for verification for securing strength increases, which may increase the manufacturing cost. On the other hand, in this embodiment, since the first output gear 31 and the second output gear 32 are gears having the same diameter, the same type of gear is used as the first output gear 31 and the second output gear 32. It is possible to reduce the manufacturing cost. Since the first driven gear 21 and the second driven gear 22 have different diameters, it is necessary to use two types of gears as the first driven gear 21 and the second driven gear 22. However, since the first driven gear 21 and the second driven gear 22 have a smaller torque that needs to be transmitted than the first output gear 31 and the second output gear 32, the required strength is ensured. Is easier. Therefore, compared with the case where two types of gears are used as the first output gear 31 and the second output gear 32, the manufacturing cost can be reduced. Since the third gear ratio and the fourth gear ratio have the same value as described above, the gear ratio step (the ratio of the gear ratio between the adjacent gear speeds) in each of the combinations of adjacent gear speeds Without changing, the gear ratio between the first output gear 31 and the second output gear 32 and the differential input gear 7a is changed to change the gear ratio between the input gear mechanism 10 and the output member 91. Is possible. As a result, it is easy to change the transmission gear ratio between the input gear mechanism 10 and the output member 91 according to the vehicle type to be mounted on the vehicle drive device 1. In the configuration in which the first gear ratio and the second gear ratio are the same value, the first driven gear 21 and the second driven gear 22 are not changed without changing the gear ratio step in each of the adjacent gear speed combinations. The gear ratio between the input gear mechanism 10 and the output member 91 can be changed by changing the gear ratio between the input gear mechanism 10 and the input gear mechanism 10.
本実施形態では、図3に示すように、第一変速機構41により実現される最小の変速比及び第二変速機構42により実現される最小の変速比の双方が、1である。なお、ここでの第一変速機構41により実現される変速比は、第一リングギヤR1及び第三リングギヤR3の回転速度(第一出力ギヤ31の回転速度)に対する第一サンギヤS1の回転速度(第一被駆動ギヤ21の回転速度)の比である。また、ここでの第二変速機構42により実現される変速比は、第二キャリヤCA2及び第四リングギヤR4の回転速度(第二出力ギヤ32の回転速度)に対する第二サンギヤS2の回転速度(第二被駆動ギヤ22の回転速度)の比である。
In the present embodiment, as shown in FIG. 3, both the minimum speed ratio realized by the first speed change mechanism 41 and the minimum speed ratio realized by the second speed change mechanism 42 are 1. Here, the speed ratio realized by the first transmission mechanism 41 is the rotational speed (first speed) of the first sun gear S1 with respect to the rotational speeds of the first ring gear R1 and the third ring gear R3 (rotational speed of the first output gear 31). It is a ratio of the rotational speed of one driven gear 21). The speed ratio realized by the second speed change mechanism 42 here is the rotational speed (second speed) of the second sun gear S2 with respect to the rotational speed of the second carrier CA2 and the fourth ring gear R4 (rotational speed of the second output gear 32). The rotational speed of the two driven gears 22).
本実施形態では、自動変速機4(第一変速機構41)が第五段5thを形成する場合に、第一変速機構41により実現される変速比が最小の1となり、この状態で、第一変速機構41の全ての回転要素(本実施形態では4つの回転要素)が同速で一体回転する状態となる。すなわち、第一変速機構41を構成する遊星歯車機構の差動回転が禁止されることで、第一変速機構41における動力の伝達効率が最も高い状態となる。また、本実施形態では、自動変速機4(第二変速機構42)が第六段6thを形成する場合に、第二変速機構42により実現される変速比が最小の1となり、この状態で、第二変速機構42の全ての回転要素(本実施形態では4つの回転要素)が同速で一体回転する状態となる。すなわち、第二変速機構42を構成する遊星歯車機構の差動回転が禁止されることで、第二変速機構42における動力の伝達効率が最も高い状態となる。第一変速機構41や第二変速機構42で実現される最小の変速比は、一般に、第一変速機構41や第二変速機構42で実現される他の変速比に比べて、走行中に実現される時間が長く、車両用駆動装置1のエネルギ効率に与える影響が大きい。よって、上記のように第一変速機構41及び第二変速機構42の双方について、最小の変速比を、変速機構(41,42)における動力の伝達効率が最も高くなる1とすることで、最小の変速比が実現されている状態での入力ギヤ機構10(共通駆動ギヤ13)と出力部材91との間での動力の伝達効率を高く確保して、車両用駆動装置1のエネルギ効率の向上を図ることが可能となっている。
In the present embodiment, when the automatic transmission 4 (first transmission mechanism 41) forms the fifth stage 5th, the transmission ratio realized by the first transmission mechanism 41 is 1, which is the minimum. All the rotating elements (four rotating elements in this embodiment) of the speed change mechanism 41 are in a state of rotating integrally at the same speed. That is, the differential transmission of the planetary gear mechanism constituting the first transmission mechanism 41 is prohibited, so that the power transmission efficiency in the first transmission mechanism 41 becomes the highest. Further, in the present embodiment, when the automatic transmission 4 (second transmission mechanism 42) forms the sixth stage 6th, the transmission ratio realized by the second transmission mechanism 42 is the minimum 1, and in this state, All the rotating elements (four rotating elements in the present embodiment) of the second transmission mechanism 42 are in a state of rotating integrally at the same speed. That is, the differential transmission of the planetary gear mechanism that constitutes the second transmission mechanism 42 is prohibited, so that the power transmission efficiency in the second transmission mechanism 42 becomes the highest. The minimum speed ratio realized by the first speed change mechanism 41 or the second speed change mechanism 42 is generally realized during traveling as compared with other speed ratios realized by the first speed change mechanism 41 or the second speed change mechanism 42. Is long and has a great influence on the energy efficiency of the vehicle drive device 1. Therefore, as described above, for both the first transmission mechanism 41 and the second transmission mechanism 42, the minimum transmission ratio is set to 1, which maximizes the power transmission efficiency in the transmission mechanism (41, 42). The power transmission efficiency between the input gear mechanism 10 (common drive gear 13) and the output member 91 in a state in which the transmission ratio is realized is ensured to be high, and the energy efficiency of the vehicle drive device 1 is improved. It is possible to plan.
本実施形態では、上述したように、第一変速比と第二変速比とが互いに異なる値となり、第三変速比と第四変速比とが互いに同一の値となる。よって、本実施形態では、第一変速比と第三変速比との積と、第二変速比と第四変速比との積とが、互いに異なる値となり、この結果、第一変速機構41により実現される最小の変速比及び第二変速機構42により実現される最小の変速比の双方が1となる場合であっても、第一変速機構41が最小の変速比を実現している場合(本実施形態では、第五段5thが形成されている場合)と、第二変速機構42が最小の変速比を実現している場合(本実施形態では、第六段6thが形成されている場合)とで、入力ギヤ機構10(共通駆動ギヤ13)と出力部材91との間の変速比を異ならせることが可能となっている。なお、第一変速比と第三変速比との積と、第二変速比と第四変速比との積とを導出する場合には、第一変速比、第二変速比、第三変速比、及び第四変速比の全てを、動力伝達経路における出力部材91の側に配置される部材の回転速度に対する入力ギヤ機構10の側に配置される部材の回転速度の比とし、或いは、第一変速比、第二変速比、第三変速比、及び第四変速比の全てを、動力伝達経路における入力ギヤ機構10の側に配置される部材の回転速度に対する出力部材91の側に配置される部材の回転速度の比とする。
In the present embodiment, as described above, the first speed ratio and the second speed ratio are different from each other, and the third speed ratio and the fourth speed ratio are the same value. Therefore, in the present embodiment, the product of the first speed ratio and the third speed ratio and the product of the second speed ratio and the fourth speed ratio are different from each other. Even when both the minimum transmission ratio realized and the minimum transmission ratio realized by the second transmission mechanism 42 are 1, the first transmission mechanism 41 realizes the minimum transmission ratio ( In the present embodiment, when the fifth stage 5th is formed) and when the second speed change mechanism 42 achieves the minimum gear ratio (in the present embodiment, the sixth stage 6th is formed). ), The gear ratio between the input gear mechanism 10 (common drive gear 13) and the output member 91 can be varied. When the product of the first speed ratio and the third speed ratio and the product of the second speed ratio and the fourth speed ratio are derived, the first speed ratio, the second speed ratio, and the third speed ratio , And all of the fourth gear ratios are ratios of the rotational speeds of the members disposed on the input gear mechanism 10 side to the rotational speeds of the members disposed on the output member 91 side in the power transmission path, or All of the gear ratio, the second gear ratio, the third gear ratio, and the fourth gear ratio are arranged on the output member 91 side with respect to the rotation speed of the member arranged on the input gear mechanism 10 side in the power transmission path. The ratio of the rotation speed of the member.
本実施形態では、第一係合装置51(第一クラッチC1)及び第二係合装置52(第二クラッチC2)の双方が摩擦係合装置である。本実施形態では、第三係合装置53も摩擦係合装置である。ここで、摩擦係合装置は、互いに係合する係合部材間に発生する摩擦力によりトルクの伝達を行う係合装置である。例えば、油圧駆動式の摩擦係合装置や電磁駆動式の摩擦係合装置を、第一係合装置51、第二係合装置52、及び第三係合装置53として用いることができる。このように第一係合装置51及び第二係合装置52の双方を摩擦係合装置とすることで、奇数段と偶数段との間でのシフトチェンジを、出力部材91への動力の伝達を維持した状態で行うことができる。例えば、自動変速機に奇数段が形成されている状態では、第一係合装置51が係合されると共に第二係合装置52が解放されている。また、この状態では、入力ギヤ機構10(共通駆動ギヤ13)の回転が奇数段を形成している第一変速機構41により変速されて出力部材91に伝達されることで、内燃機関2及び回転電機3の少なくとも一方の出力トルクにより車輪9が駆動されると共に、第二変速機構42は、第一変速機構41により形成されている奇数段に隣接する2つの偶数段のうちのシフトチェンジが予測される方の偶数段を形成して、シフトアップ或いはシフトダウンの待機状態とされる。
In the present embodiment, both the first engagement device 51 (first clutch C1) and the second engagement device 52 (second clutch C2) are friction engagement devices. In the present embodiment, the third engagement device 53 is also a friction engagement device. Here, the friction engagement device is an engagement device that transmits torque by a frictional force generated between engagement members engaged with each other. For example, a hydraulically driven frictional engagement device or an electromagnetically driven frictional engagement device can be used as the first engagement device 51, the second engagement device 52, and the third engagement device 53. Thus, by making both the first engagement device 51 and the second engagement device 52 frictional engagement devices, the shift change between the odd-numbered stages and the even-numbered stages can be transmitted to the output member 91. Can be carried out while maintaining For example, in the state where the odd-numbered stages are formed in the automatic transmission, the first engagement device 51 is engaged and the second engagement device 52 is released. Further, in this state, the rotation of the input gear mechanism 10 (common drive gear 13) is shifted by the first transmission mechanism 41 forming an odd number of stages and transmitted to the output member 91, so that the internal combustion engine 2 and the rotation are rotated. The wheel 9 is driven by at least one output torque of the electric machine 3, and the second speed change mechanism 42 predicts a shift change of two even speed stages adjacent to the odd speed speed formed by the first speed change mechanism 41. The even numbered stage is formed, and a shift-up or shift-down standby state is established.
そして、この状態から偶数段にシフトチェンジする場合には、第一係合装置51を解放すると共に第二係合装置52を係合するが、第一係合装置51及び第二係合装置52の双方が摩擦係合装置とされるため、第一係合装置51を滑り係合状態に制御した状態で、第二係合装置52を係合することができる。すなわち、滑り係合状態の第一係合装置51を介して内燃機関2及び回転電機3の少なくとも一方の出力トルクが出力部材91及び車輪9に伝達されている状態で、第二係合装置52を係合することで、出力部材91への動力の伝達を維持した状態で奇数段から偶数段にシフトチェンジすることができる。偶数段から奇数段にシフトチェンジする場合も同様に、滑り係合状態の第二係合装置52を介して内燃機関2及び回転電機3の少なくとも一方の出力トルクが出力部材91及び車輪9に伝達されている状態で、第一係合装置51を係合することで、出力部材91への動力の伝達を維持した状態で偶数段から奇数段にシフトチェンジすることができる。
When shifting from this state to an even number, the first engagement device 51 is released and the second engagement device 52 is engaged, but the first engagement device 51 and the second engagement device 52 are engaged. Since both of them are friction engagement devices, the second engagement device 52 can be engaged in a state in which the first engagement device 51 is controlled to the sliding engagement state. That is, the second engagement device 52 is in a state where the output torque of at least one of the internal combustion engine 2 and the rotating electrical machine 3 is transmitted to the output member 91 and the wheel 9 via the first engagement device 51 in the slip engagement state. Can be shifted from an odd number to an even number while maintaining transmission of power to the output member 91. Similarly, when shifting from an even number to an odd number, the output torque of at least one of the internal combustion engine 2 and the rotating electrical machine 3 is transmitted to the output member 91 and the wheel 9 via the second engagement device 52 in the sliding engagement state. In this state, by engaging the first engagement device 51, it is possible to shift-change from an even number to an odd number while maintaining transmission of power to the output member 91.
図1に示す例では、第一変速機構41及び第二変速機構42が備える係合装置の全て(具体的には、第三クラッチC3、第四クラッチC4、第一ブレーキB1、第二ブレーキB2、第三ブレーキB3、及び第四ブレーキB4)が、噛み合い式係合装置(ドグクラッチ)とされている。すなわち、図1に示す例では、第一変速機構41での変速段の切替と、第二変速機構42での変速段の切替との双方が、噛み合い式係合装置による係合の状態の切替により行われる。例えば、電動アクチュエータにより駆動される噛み合い式係合装置をこれらの係合装置に用いることで、油圧で動作する部品を大きく減らすことが可能となる。詳細は省略するが、噛み合い式係合装置には、係合の対象となる2つの回転部材の回転を同期させるシンクロ機構(同期機構)が設けられる。
In the example shown in FIG. 1, all of the engagement devices included in the first transmission mechanism 41 and the second transmission mechanism 42 (specifically, the third clutch C3, the fourth clutch C4, the first brake B1, the second brake B2). The third brake B3 and the fourth brake B4) are meshing engagement devices (dog clutches). That is, in the example shown in FIG. 1, both of the shift stage switching in the first transmission mechanism 41 and the shift stage switching in the second transmission mechanism 42 are switching of the engagement state by the meshing engagement device. Is done. For example, by using a meshing engagement device driven by an electric actuator for these engagement devices, it is possible to greatly reduce the number of components that are hydraulically operated. Although not described in detail, the meshing engagement device is provided with a synchronization mechanism (synchronization mechanism) that synchronizes the rotation of the two rotation members to be engaged.
図1に示すように、噛み合い式係合装置は、軸方向Lに移動するスリーブ80を備え、スリーブ80の軸方向Lの位置を切り替えることで、当該噛み合い式係合装置の係合の状態が切り替えられる。図1に示す例では、第三クラッチC3と第一ブレーキB1とが、共通のスリーブ80を有する噛み合い式係合装置として構成されており、当該スリーブ80の軸方向Lの位置に応じて、第三クラッチC3及び第一ブレーキB1のうちの第三クラッチC3のみが係合した状態、第三クラッチC3及び第一ブレーキB1のうちの第一ブレーキB1のみが係合した状態、第三クラッチC3及び第一ブレーキB1の双方が解放された状態とが切り替えられる。また、図1に示す例では、第四クラッチC4と第四ブレーキB4とが、共通のスリーブ80を有する噛み合い式係合装置として構成されており、当該スリーブ80の軸方向Lの位置に応じて、第四クラッチC4と第四ブレーキB4のうちの第四クラッチC4のみが係合した状態、第四クラッチC4と第四ブレーキB4のうちの第四ブレーキB4のみが係合した状態、第四クラッチC4と第四ブレーキB4の双方が解放された状態とが切り替えられる。
As shown in FIG. 1, the meshing engagement device includes a sleeve 80 that moves in the axial direction L, and the engagement state of the meshing engagement device is changed by switching the position of the sleeve 80 in the axial direction L. Can be switched. In the example shown in FIG. 1, the third clutch C <b> 3 and the first brake B <b> 1 are configured as a meshing engagement device having a common sleeve 80, and the first clutch C <b> 3 and the first brake B <b> 1 Only the third clutch C3 of the three clutches C3 and the first brake B1 is engaged, Only the first brake B1 of the third clutch C3 and the first brake B1 is engaged, The state where both of the first brakes B1 are released is switched. Further, in the example shown in FIG. 1, the fourth clutch C <b> 4 and the fourth brake B <b> 4 are configured as a meshing engagement device having a common sleeve 80, and depending on the position of the sleeve 80 in the axial direction L. A state in which only the fourth clutch C4 of the fourth clutch C4 and the fourth brake B4 is engaged, a state in which only the fourth brake B4 of the fourth clutch C4 and the fourth brake B4 is engaged, a fourth clutch The state where both C4 and the fourth brake B4 are released is switched.
図1では、第一変速機構41及び第二変速機構42が備える係合装置の全てが噛み合い式係合装置である構成を例示したが、例えば図5に示す例のように、第二ブレーキB2及び第三ブレーキB3として、ブレーキバンド81を有するバンドブレーキを用いることもできる。ブレーキバンド81は、制動の対象となる回転要素と一体回転する円筒状部材の外周部に巻装され、ブレーキバンド81が締め付けられることで当該回転要素がケース6に対して固定される。図5を図1と比較すると明らかなように、第二ブレーキB2及び第三ブレーキB3を噛み合い式係合装置からバンドブレーキに変更することで、1つの噛み合い式係合装置の軸方向Lの配置スペースの削減に応じて、第一変速機構41や第二変速機構42を軸方向Lに短縮することが可能となる。なお、図5に示す例では、第一歯車機構71よりも軸方向第一側L1に配置されて第一歯車機構71の差動状態を制御する第一変速用係合装置は、第一ブレーキB1及び第三クラッチC3であり、第二歯車機構72よりも軸方向第一側L1に配置されて第二歯車機構72の差動状態を制御する第二変速用係合装置は、第四ブレーキB4及び第四クラッチC4である。そして、第一変速用係合装置(B1,C3)が、第二変速機構42の径方向に見て第二変速用係合装置(B4,C4)と重複する位置に配置されている。
In FIG. 1, the configuration in which all of the engagement devices included in the first transmission mechanism 41 and the second transmission mechanism 42 are meshing engagement devices is illustrated. However, as in the example illustrated in FIG. As the third brake B3, a band brake having a brake band 81 can also be used. The brake band 81 is wound around the outer peripheral portion of a cylindrical member that rotates integrally with the rotating element to be braked, and the rotating element is fixed to the case 6 by tightening the brake band 81. As apparent from a comparison of FIG. 5 with FIG. 1, the arrangement of one meshing engagement device in the axial direction L by changing the second brake B2 and the third brake B3 from the meshing engagement device to the band brake. The first transmission mechanism 41 and the second transmission mechanism 42 can be shortened in the axial direction L in accordance with the space reduction. In the example shown in FIG. 5, the first shift engagement device that is arranged on the first axial side L1 relative to the first gear mechanism 71 and controls the differential state of the first gear mechanism 71 is the first brake. B1 and the third clutch C3 are arranged on the first axial side L1 relative to the second gear mechanism 72, and the second shift engagement device for controlling the differential state of the second gear mechanism 72 is a fourth brake. B4 and the fourth clutch C4. The first shift engagement devices (B1, C3) are arranged at positions overlapping with the second shift engagement devices (B4, C4) when viewed in the radial direction of the second transmission mechanism.
〔第二の実施形態〕
車両用駆動伝達装置の第二の実施形態について、図6を参照して説明する。以下では、本実施形態の車両用駆動装置について、第一の実施形態との相違点を中心に説明する。特に明記しない点については、第一の実施形態と同様であり、同一の符号を付して詳細な説明は省略する。 [Second Embodiment]
A second embodiment of the vehicle drive transmission device will be described with reference to FIG. Below, the vehicle drive device of this embodiment is demonstrated centering around difference with 1st embodiment. The points not particularly specified are the same as those in the first embodiment, and the same reference numerals are given and detailed description thereof is omitted.
車両用駆動伝達装置の第二の実施形態について、図6を参照して説明する。以下では、本実施形態の車両用駆動装置について、第一の実施形態との相違点を中心に説明する。特に明記しない点については、第一の実施形態と同様であり、同一の符号を付して詳細な説明は省略する。 [Second Embodiment]
A second embodiment of the vehicle drive transmission device will be described with reference to FIG. Below, the vehicle drive device of this embodiment is demonstrated centering around difference with 1st embodiment. The points not particularly specified are the same as those in the first embodiment, and the same reference numerals are given and detailed description thereof is omitted.
図6に示すように、本実施形態に係る車両用駆動装置1(車両用駆動伝達装置)は、上記第一の実施形態とは異なり、回転電機3と第三係合装置53とを備えていない。すなわち、本実施形態に係る車両用駆動装置1は、車輪9の駆動力源として内燃機関2のみを備える車両(エンジン車両)を駆動するための駆動装置(駆動伝達装置)である。
As shown in FIG. 6, the vehicle drive device 1 (vehicle drive transmission device) according to the present embodiment includes a rotating electrical machine 3 and a third engagement device 53 unlike the first embodiment. Absent. That is, the vehicle drive device 1 according to the present embodiment is a drive device (drive transmission device) for driving a vehicle (engine vehicle) having only the internal combustion engine 2 as a drive force source for the wheels 9.
本実施形態に係る自動変速機4は、上記第一の実施形態に係る自動変速機4と同様の構成を有している。すなわち、自動変速機4は後進用の変速段を形成可能には構成されていない。そのため、本実施形態に係る車両用駆動装置1は、入力軸90と入力ギヤ機構10(共通駆動ギヤ13)との間の動力伝達経路に、前後進切替装置5を備えている。本実施形態では、前後進切替装置5は、共通駆動ギヤ13よりも軸方向第二側L2に共通駆動ギヤ13と同軸に配置されている。本実施形態では、第一出力ギヤ31及び第二出力ギヤ32の双方が、径方向Rに見て前後進切替装置5と重複するように配置されている。
The automatic transmission 4 according to this embodiment has the same configuration as the automatic transmission 4 according to the first embodiment. That is, the automatic transmission 4 is not configured to be capable of forming a reverse gear. Therefore, the vehicle drive device 1 according to the present embodiment includes the forward / reverse switching device 5 in the power transmission path between the input shaft 90 and the input gear mechanism 10 (common drive gear 13). In the present embodiment, the forward / reverse switching device 5 is disposed coaxially with the common drive gear 13 on the second axial side L2 relative to the common drive gear 13. In the present embodiment, both the first output gear 31 and the second output gear 32 are arranged so as to overlap the forward / reverse switching device 5 when viewed in the radial direction R.
前後進切替装置5は、共通駆動ギヤ13に伝達される入力軸90の回転方向を、正方向(車両を前進させる回転方向)と、負方向(車両を後進させる回転方向)とに切り替える装置である。本実施形態では、内燃機関2により駆動される入力軸90の回転方向と同方向が正方向であり、内燃機関2により駆動される入力軸90の回転方向と逆方向が負方向である。前後進切替装置5は、車両の前進時には、共通駆動ギヤ13の回転方向が正方向となるように制御され、車両の後進時には、共通駆動ギヤ13の回転方向が負方向となるように制御される。例えば、自動変速機4が第一段1st又は第二段2ndを形成している状態で共通駆動ギヤ13の回転方向が負方向となるように制御することで、内燃機関2の駆動力により車両を後進させることができる。
The forward / reverse switching device 5 is a device that switches the rotation direction of the input shaft 90 transmitted to the common drive gear 13 between a positive direction (rotation direction for moving the vehicle forward) and a negative direction (rotation direction for moving the vehicle backward). is there. In the present embodiment, the same direction as the rotation direction of the input shaft 90 driven by the internal combustion engine 2 is the positive direction, and the reverse direction to the rotation direction of the input shaft 90 driven by the internal combustion engine 2 is the negative direction. The forward / reverse switching device 5 is controlled so that the rotation direction of the common drive gear 13 becomes a positive direction when the vehicle moves forward, and is controlled so that the rotation direction of the common drive gear 13 becomes a negative direction when the vehicle moves backward. The For example, the vehicle is controlled by the driving force of the internal combustion engine 2 by controlling the rotation direction of the common drive gear 13 to be a negative direction while the automatic transmission 4 forms the first stage 1st or the second stage 2nd. Can be reversed.
図6に示される前後進切替装置5の一例について説明すると、この前後進切替装置5は、第五遊星歯車機構65(切替用ギヤ機構の一例)と、前進用係合装置54と、後進用係合装置55と、を備えている。第五遊星歯車機構65はダブルピニオン型の遊星歯車機構である。第五遊星歯車機構65のサンギヤは入力軸90と一体回転するように連結され、第五遊星歯車機構65のキャリヤは共通駆動ギヤ13と一体回転するように連結されている。また、前進用係合装置54は、第五遊星歯車機構65のサンギヤとキャリヤとを選択的に連結するクラッチであり、後進用係合装置55は、第五遊星歯車機構65のリングギヤをケース6に選択的に固定するブレーキである。前進用係合装置54が係合されると共に後進用係合装置55が解放された状態で、共通駆動ギヤ13の回転方向が、入力軸90の回転方向と同方向となり、車両を前進させることができる。また、前進用係合装置54が解放されると共に後進用係合装置55が係合された状態で、共通駆動ギヤ13の回転方向が、入力軸90の回転方向と逆方向となり、車両を後進させることができる。
An example of the forward / reverse switching device 5 shown in FIG. 6 will be described. The forward / reverse switching device 5 includes a fifth planetary gear mechanism 65 (an example of a switching gear mechanism), a forward engagement device 54, and a reverse travel device. Engaging device 55. The fifth planetary gear mechanism 65 is a double pinion type planetary gear mechanism. The sun gear of the fifth planetary gear mechanism 65 is connected to rotate integrally with the input shaft 90, and the carrier of the fifth planetary gear mechanism 65 is connected to rotate integrally with the common drive gear 13. Further, the forward engagement device 54 is a clutch that selectively connects the sun gear of the fifth planetary gear mechanism 65 and the carrier, and the reverse engagement device 55 is configured to connect the ring gear of the fifth planetary gear mechanism 65 to the case 6. This brake is selectively fixed to the brake. With the forward engagement device 54 engaged and the reverse engagement device 55 released, the rotation direction of the common drive gear 13 is the same as the rotation direction of the input shaft 90 to advance the vehicle. Can do. Further, in a state where the forward engagement device 54 is released and the reverse engagement device 55 is engaged, the rotation direction of the common drive gear 13 is opposite to the rotation direction of the input shaft 90, and the vehicle is moved backward. Can be made.
〔その他の実施形態〕
次に、車両用駆動伝達装置のその他の実施形態について説明する。 [Other Embodiments]
Next, other embodiments of the vehicle drive transmission device will be described.
次に、車両用駆動伝達装置のその他の実施形態について説明する。 [Other Embodiments]
Next, other embodiments of the vehicle drive transmission device will be described.
(1)上記第一及び第二の実施形態では、第一変速比と第二変速比とが互いに異なる値となり、第三変速比と第四変速比とが互いに同一の値となる構成を例として説明した。しかし、そのような構成に限定されることなく、第一変速比と第二変速比とが互いに同一の値となり、第三変速比と第四変速比とが互いに異なる値となる構成や、第一変速比と第二変速比とが互いに異なる値となると共に、第三変速比と第四変速比とが互いに異なる値となる構成とすることもできる。
(1) In the first and second embodiments, the first gear ratio and the second gear ratio have different values, and the third gear ratio and the fourth gear ratio have the same value as an example. As explained. However, without being limited to such a configuration, the first gear ratio and the second gear ratio have the same value, and the third gear ratio and the fourth gear ratio have different values. A configuration may be employed in which the first transmission ratio and the second transmission ratio are different from each other, and the third transmission ratio and the fourth transmission ratio are different from each other.
(2)上記第一及び第二の実施形態では、第一変速比と第三変速比との積と、第二変速比と第四変速比との積とが、互いに異なる値となる構成を例として説明した。しかし、そのような構成に限定されることなく、第一変速機構41により実現される複数の変速比(第一出力ギヤ31の回転速度に対する第一被駆動ギヤ21の回転速度の比)と、第二変速機構42により実現される複数の変速比(第二出力ギヤ32の回転速度に対する第二被駆動ギヤ22の回転速度の比)とが、全て互いに異なる値となる場合には、第一変速比と第三変速比との積と、第二変速比と第四変速比との積とが、互いに同一となる構成とすることもできる。
(2) In the first and second embodiments, the product of the first gear ratio and the third gear ratio and the product of the second gear ratio and the fourth gear ratio are different from each other. Described as an example. However, without being limited to such a configuration, a plurality of transmission ratios realized by the first transmission mechanism 41 (ratio of the rotational speed of the first driven gear 21 to the rotational speed of the first output gear 31), and When the plurality of gear ratios (ratio of the rotational speed of the second driven gear 22 to the rotational speed of the second output gear 32) realized by the second transmission mechanism 42 are all different from each other, The product of the transmission gear ratio and the third transmission gear ratio and the product of the second transmission gear ratio and the fourth transmission gear ratio may be the same.
(3)上記第一及び第二の実施形態では、第一変速機構41により実現される最小の変速比(第一出力ギヤ31の回転速度に対する第一被駆動ギヤ21の回転速度の比)及び第二変速機構42により実現される最小の変速比(第二出力ギヤ32の回転速度に対する第二被駆動ギヤ22の回転速度の比)の双方が、1である構成を例として説明した。しかし、そのような構成に限定されることなく、第一変速機構41により実現される最小の変速比及び第二変速機構42により実現される最小の変速比のいずれか一方のみが1である構成や、第一変速機構41により実現される最小の変速比及び第二変速機構42により実現される最小の変速比のいずれもが1とは異なる構成とすることもできる。
(3) In the first and second embodiments, the minimum speed ratio realized by the first speed change mechanism 41 (ratio of the rotational speed of the first driven gear 21 to the rotational speed of the first output gear 31) and An example in which both the minimum speed ratio realized by the second speed change mechanism 42 (ratio of the rotational speed of the second driven gear 22 to the rotational speed of the second output gear 32) is 1 has been described. However, the configuration is not limited to such a configuration, and only one of the minimum speed ratio realized by the first speed change mechanism 41 and the minimum speed ratio realized by the second speed change mechanism 42 is 1. Alternatively, both of the minimum speed ratio realized by the first speed change mechanism 41 and the minimum speed ratio realized by the second speed change mechanism 42 may be different from 1.
(4)上記第一及び第二の実施形態では、回転電機3の出力回転部材3aが、共通駆動ギヤ13と噛み合う構成を例として説明した。しかし、そのような構成に限定されることなく、回転電機3の出力回転部材3aと共通駆動ギヤ13とが他の伝動部材(アイドラギヤ等)を介して駆動連結される構成とすることもできる。例えば、回転電機3の出力回転部材3aが、第一被駆動ギヤ21又は第二被駆動ギヤ22に噛み合う構成とすることで、回転電機3の出力回転部材3aと共通駆動ギヤ13とが第一被駆動ギヤ21又は第二被駆動ギヤ22を介して駆動連結される構成とすることができる。
(4) In the first and second embodiments, the configuration in which the output rotating member 3a of the rotating electrical machine 3 is engaged with the common drive gear 13 has been described as an example. However, the configuration is not limited to such a configuration, and the output rotation member 3a of the rotating electrical machine 3 and the common drive gear 13 may be driven and connected via another transmission member (such as an idler gear). For example, when the output rotating member 3a of the rotating electrical machine 3 is configured to mesh with the first driven gear 21 or the second driven gear 22, the output rotating member 3a and the common driving gear 13 of the rotating electrical machine 3 are connected to the first driven gear 21 or the second driven gear 22. It can be configured to be driven and connected via the driven gear 21 or the second driven gear 22.
(5)上記第一及び第二の実施形態では、回転電機3が入力ギヤ機構10とは異なる軸上に配置される構成を例として説明した。しかし、そのような構成に限定されることなく、回転電機3が入力ギヤ機構10と同軸に配置される構成とすることもできる。この場合、例えば、回転電機3の出力回転部材3aが共通駆動ギヤ13と一体回転するように連結される構成とすることもできる。この場合、出力回転部材3aは、上記の各実施形態のような出力ギヤではなく、回転電機3のロータと一体回転する軸部材とすることができる。
(5) In the first and second embodiments, the configuration in which the rotating electrical machine 3 is disposed on a different shaft from the input gear mechanism 10 has been described as an example. However, the configuration is not limited to such a configuration, and the rotary electric machine 3 may be arranged coaxially with the input gear mechanism 10. In this case, for example, the output rotating member 3a of the rotating electrical machine 3 may be connected so as to rotate integrally with the common drive gear 13. In this case, the output rotating member 3a can be a shaft member that rotates integrally with the rotor of the rotating electrical machine 3 instead of the output gear as in the above embodiments.
(6)上記第一の実施形態では、第一出力ギヤ31及び第二出力ギヤ32の双方が、径方向Rに見て第三係合装置53と重複するように配置される構成を例として説明した。しかし、そのような構成に限定されることなく、第一出力ギヤ31及び第二出力ギヤ32の双方が、径方向Rに見て第三係合装置53と重複しない位置(第三係合装置53とは軸方向Lの異なる位置)に配置される構成とすることもできる。
(6) In the first embodiment, as an example, a configuration in which both the first output gear 31 and the second output gear 32 are arranged so as to overlap the third engagement device 53 when viewed in the radial direction R is taken as an example. explained. However, the configuration is not limited to such a configuration, and both the first output gear 31 and the second output gear 32 do not overlap with the third engagement device 53 when viewed in the radial direction R (the third engagement device). 53 may be arranged at a different position in the axial direction L).
(7)上記第一及び第二の実施形態では、第一出力ギヤ31が、第一変速機構41よりも軸方向第二側L2に配置され、第二出力ギヤ32が、第二変速機構42よりも軸方向第二側L2に配置される構成を例として説明した。しかし、そのような構成に限定されることなく、第一出力ギヤ31が、第一変速機構41よりも軸方向第一側L1に配置され、第二出力ギヤ32が、第二変速機構42よりも軸方向第一側L1に配置される構成とすることもできる。また、第一出力ギヤ31が、第一変速機構41の軸方向Lの配置領域内に配置され、第二出力ギヤ32が、第二変速機構42の軸方向Lの配置領域内に配置される構成とすることもできる。
(7) In the first and second embodiments, the first output gear 31 is disposed on the second axial side L2 from the first transmission mechanism 41, and the second output gear 32 is the second transmission mechanism 42. The configuration arranged on the second axial side L2 is described as an example. However, without being limited to such a configuration, the first output gear 31 is disposed on the first axial side L1 relative to the first transmission mechanism 41, and the second output gear 32 is provided by the second transmission mechanism 42. Also, it may be configured to be arranged on the first axial side L1. Further, the first output gear 31 is arranged in the arrangement region in the axial direction L of the first transmission mechanism 41, and the second output gear 32 is arranged in the arrangement region in the axial direction L of the second transmission mechanism 42. It can also be configured.
(8)上記第一及び第二の実施形態では、第二係合装置52が、第一係合装置51の径方向に見て第一係合装置51と重複する位置に配置される構成を例として説明した。しかし、そのような構成に限定されることなく、第二係合装置52が、第一係合装置51の径方向に見て第一係合装置51と重複しないように、第一係合装置51とは軸方向Lの異なる位置に配置される構成とすることもできる。
(8) In said 1st and 2nd embodiment, the 2nd engagement apparatus 52 is arrange | positioned in the position which overlaps with the 1st engagement apparatus 51 seeing in the radial direction of the 1st engagement apparatus 51. Described as an example. However, without being limited to such a configuration, the first engagement device 52 does not overlap the first engagement device 51 when viewed in the radial direction of the first engagement device 51. It can also be set as the structure arrange | positioned in 51 in the position where the axial direction L differs.
(9)上記第二の実施形態では、第一出力ギヤ31及び第二出力ギヤ32の双方が、径方向Rに見て前後進切替装置5と重複するように配置される構成を例として説明した。しかし、そのような構成に限定されることなく、第一出力ギヤ31及び第二出力ギヤ32の双方が、径方向Rに見て前後進切替装置5と重複しない位置(前後進切替装置5とは軸方向Lの異なる位置)に配置される構成とすることもできる。
(9) In the second embodiment described above, an example is described in which both the first output gear 31 and the second output gear 32 are arranged so as to overlap the forward / reverse switching device 5 when viewed in the radial direction R. did. However, without being limited to such a configuration, both the first output gear 31 and the second output gear 32 do not overlap with the forward / reverse switching device 5 when viewed in the radial direction R (the forward / backward switching device 5 and May be arranged at different positions in the axial direction L).
(10)上記第一及び第二の実施形態では、差動入力ギヤ7aが出力部材91として用いられる構成を例として説明した。しかし、そのような構成に限定されることなく、第一変速機構41及び第二変速機構42と差動歯車装置7(差動入力ギヤ7a)との間の動力伝達経路にギヤ機構(例えば、カウンタギヤ機構)が設けられ、当該ギヤ機構が備えるギヤが出力部材91として用いられる(出力部材91として機能する)構成とすることもできる。このような場合において、出力部材91が、第一出力ギヤ31に噛み合うギヤと第二出力ギヤ32に噛み合うギヤとを各別に備える構成とすることもできる。
(10) In the first and second embodiments, the configuration in which the differential input gear 7a is used as the output member 91 has been described as an example. However, without being limited to such a configuration, a gear mechanism (e.g., a power transmission path between the first transmission mechanism 41 and the second transmission mechanism 42 and the differential gear device 7 (differential input gear 7a)). A counter gear mechanism) may be provided, and a gear included in the gear mechanism may be used as the output member 91 (functions as the output member 91). In such a case, the output member 91 may include a gear that meshes with the first output gear 31 and a gear that meshes with the second output gear 32.
(11)上記第一及び第二の実施形態で示した第一変速機構41や第二変速機構42の構成は単なる例示であり、第一変速機構41や第二変速機構42の具体的構成(用いられる遊星歯車機構の種類(シングルピニオン型、ダブルピニオン型、ラビニヨ型等)、用いられる遊星歯車機構の個数、各回転要素に対する係合装置の配置構成等)は適宜変更可能である。例えば、自動変速機4(第一変速機構41及び第二変速機構42の少なくとも一方)が後進用の変速段を形成可能な構成とすることができ、この場合、上記第二の実施形態において前後進切替装置5が設けられない構成とすることができる。
(11) The configurations of the first transmission mechanism 41 and the second transmission mechanism 42 shown in the first and second embodiments are merely examples, and specific configurations of the first transmission mechanism 41 and the second transmission mechanism 42 ( The type of planetary gear mechanism used (single pinion type, double pinion type, Ravigneaux type, etc.), the number of planetary gear mechanisms used, the arrangement of engaging devices for each rotating element, etc. can be changed as appropriate. For example, the automatic transmission 4 (at least one of the first transmission mechanism 41 and the second transmission mechanism 42) can be configured to be capable of forming a reverse gear. In this case, in the second embodiment, the front and rear It is possible to adopt a configuration in which the forward / reverse switching device 5 is not provided.
(12)上記第一の実施形態では、車両用駆動装置1が第三係合装置53を備える構成を例として説明した。しかし、そのような構成に限定されることなく、車両用駆動装置1が第三係合装置53を備えず、入力軸90と入力ギヤ機構10(共通駆動ギヤ13)とが一体回転する構成とすることもできる。
(12) In the first embodiment, the configuration in which the vehicle drive device 1 includes the third engagement device 53 has been described as an example. However, without being limited to such a configuration, the vehicle drive device 1 does not include the third engagement device 53, and the input shaft 90 and the input gear mechanism 10 (common drive gear 13) rotate integrally. You can also
(13)なお、上述した各実施形態で開示された構成は、矛盾が生じない限り、他の実施形態で開示された構成と組み合わせて適用すること(その他の実施形態として説明した実施形態同士の組み合わせを含む)も可能である。その他の構成に関しても、本明細書において開示された実施形態は全ての点で単なる例示に過ぎない。従って、本開示の趣旨を逸脱しない範囲内で、適宜、種々の改変を行うことが可能である。
(13) It should be noted that the configuration disclosed in each of the above-described embodiments may be applied in combination with the configuration disclosed in the other embodiment unless there is a contradiction (between the embodiments described as other embodiments. (Including combinations) is also possible. Regarding other configurations, the embodiments disclosed herein are merely examples in all respects. Accordingly, various modifications can be made as appropriate without departing from the spirit of the present disclosure.
〔上記実施形態の概要〕
以下、上記において説明した車両用駆動伝達装置の概要について説明する。 [Overview of the above embodiment]
The outline of the vehicle drive transmission device described above will be described below.
以下、上記において説明した車両用駆動伝達装置の概要について説明する。 [Overview of the above embodiment]
The outline of the vehicle drive transmission device described above will be described below.
内燃機関(2)に駆動連結される入力部材(90)と、車輪(9)に駆動連結される出力部材(91)と、自動変速機(4)と、を備えた車両用駆動伝達装置(1)であって、前記自動変速機(4)は、前記入力部材(90)の回転駆動力が伝達される駆動ギヤ(13)と、前記駆動ギヤ(13)に噛み合う第一被駆動ギヤ(21)と、前記駆動ギヤ(13)に噛み合う第二被駆動ギヤ(22)と、前記第一被駆動ギヤ(21)の回転を変速して、前記出力部材(91)に噛み合う第一出力ギヤ(31)へ伝達する第一変速機構(41)と、前記第二被駆動ギヤ(22)の回転を変速して、前記出力部材(91)に噛み合う第二出力ギヤ(32)へ伝達する第二変速機構(42)と、前記第一被駆動ギヤ(21)と前記第一変速機構(41)とを連結又は連結解除する第一係合装置(51)と、前記第二被駆動ギヤ(22)と前記第二変速機構(42)とを連結又は連結解除する第二係合装置(52)と、を備え、前記駆動ギヤ(13)、前記第一変速機構(41)、及び前記第二変速機構(42)は、互いに平行な3つの軸(A1,A2,A3)に分かれて配置され、前記第一変速機構(41)は、遊星歯車式であって、前記第一被駆動ギヤ(21)よりも軸方向(L)の一方側である軸方向第一側(L1)に配置され、前記第二変速機構(42)は、遊星歯車式であって、前記第二被駆動ギヤ(22)よりも前記軸方向第一側(L1)に配置され、前記第一出力ギヤ(31)が、前記第一変速機構(41)よりも前記軸方向第一側(L1)とは反対側である軸方向第二側(L2)に配置され、前記第二出力ギヤ(32)が、前記第二変速機構(42)よりも前記軸方向第二側(L2)に配置されている。
A vehicle drive transmission device comprising an input member (90) drivingly connected to the internal combustion engine (2), an output member (91) drivingly connected to the wheels (9), and an automatic transmission (4) ( 1), in which the automatic transmission (4) includes a drive gear (13) to which a rotational driving force of the input member (90) is transmitted and a first driven gear (13) meshed with the drive gear (13). 21), a second driven gear (22) meshed with the drive gear (13), and a first output gear meshed with the output member (91) by shifting the rotation of the first driven gear (21). A first transmission mechanism (41) that transmits to (31) and a second transmission gear (32) that shifts the rotation of the second driven gear (22) and meshes with the output member (91). A two speed change mechanism (42), the first driven gear (21) and the first speed change mechanism (41 And a second engagement device (52) for connecting or releasing the second driven gear (22) and the second transmission mechanism (42). The drive gear (13), the first speed change mechanism (41), and the second speed change mechanism (42) are arranged separately on three mutually parallel shafts (A1, A2, A3). The first transmission mechanism (41) is a planetary gear type, and is disposed on the first axial side (L1), which is one side in the axial direction (L) relative to the first driven gear (21). The second transmission mechanism (42) is a planetary gear type, and is disposed on the first axial side (L1) of the second driven gear (22), and the first output gear (31). However, the second axial side (L Disposed), said second output gear (32) is arranged in the axial direction second side (L2) than said second speed change mechanism (42).
上記の構成によれば、自動変速機(4)が第一被駆動ギヤ(21)及び第二被駆動ギヤ(22)の双方に噛み合う駆動ギヤ(13)を備えるため、自動変速機(4)が第一被駆動ギヤ(21)に噛み合うギヤと第二被駆動ギヤ(22)に噛み合うギヤとを各別に備える場合に比べて、入力部材(90)と第一被駆動ギヤ(21)及び第二被駆動ギヤ(22)との間で動力の伝達を行うために第一軸(A1)(駆動ギヤ(13)が配置される軸)に設けられるギヤ機構が占有する軸方向(L)のスペースを、短く抑えることが可能となる。また、上記の構成によれば、第一被駆動ギヤ(21)よりも軸方向第一側(L1)に配置される第一変速機構(41)と、第二被駆動ギヤ(22)よりも軸方向第一側(L1)に配置される第二変速機構(42)との双方が、遊星歯車式の変速機構とされる。これにより、第一変速機構(41)及び第二変速機構(42)を、それぞれの軸上にまとめて配置することができる。更に、上記の構成によれば、第一変速機構(41)と第二変速機構(42)とを切り替えるための第一係合装置(51)及び第二係合装置(52)を、例えば第一変速機構(41)が配置される第二軸(A2)や第二変速機構(42)が配置される第三軸(A3)等の、第一軸(A1)とは異なる軸に配置することができる。以上のことから、上記の構成によれば、第一軸(A1)に配置される部材の数を少なく抑えることができ、この結果、装置全体の軸方向(L)の小型化を図ることが可能となる。
また、上記の構成によれば、第一出力ギヤ(31)が第一変速機構(41)よりも軸方向第二側(L2)に配置され、第二出力ギヤ(32)が第二変速機構(42)よりも軸方向第二側(L2)に配置される。すなわち、第一出力ギヤ(31)が、第一変速機構(41)に対して軸方向(L)で駆動ギヤ(13)と同じ側に配置され、第二出力ギヤ(32)が、第二変速機構(42)に対して軸方向(L)で駆動ギヤ(13)と同じ側に配置される。よって、第一出力ギヤ(31)や第二出力ギヤ(32)を、第一軸(A1)に配置される駆動ギヤ(13)やその周辺構造(伝動軸や他の装置等)と軸方向(L)の配置領域が重複するように配置することが可能となり、この結果、装置全体の軸方向(L)の小型化を図ることが可能となる。
以上のように、上記の構成によれば、2つの変速機構(41,42)及び当該2つの変速機構(41,42)を切り替えるための2つの係合装置(51,52)を有する自動変速機(4)を備える場合に、軸方向(L)の小型化を図ることが可能な車両用駆動伝達装置(1)を実現することができる。 According to the above configuration, since the automatic transmission (4) includes the drive gear (13) that meshes with both the first driven gear (21) and the second driven gear (22), the automatic transmission (4) Compared with the case where each has a gear that meshes with the first driven gear (21) and a gear that meshes with the second driven gear (22), the input member (90), the first driven gear (21), and the first gear. In the axial direction (L) occupied by the gear mechanism provided on the first shaft (A1) (the shaft on which the drive gear (13) is arranged) in order to transmit power between the two driven gears (22). Space can be kept short. Moreover, according to said structure, rather than the 1st speed change mechanism (41) arrange | positioned in the axial direction 1st side (L1) rather than a 1st driven gear (21), and a 2nd driven gear (22). Both the second transmission mechanism (42) arranged on the first axial side (L1) is a planetary gear type transmission mechanism. Thereby, a 1st transmission mechanism (41) and a 2nd transmission mechanism (42) can be collectively arrange | positioned on each axis | shaft. Furthermore, according to the above configuration, the first engagement device (51) and the second engagement device (52) for switching between the first transmission mechanism (41) and the second transmission mechanism (42) are provided, for example, Arranged on an axis different from the first axis (A1), such as the second axis (A2) where the one speed change mechanism (41) is arranged and the third axis (A3) where the second speed change mechanism (42) is arranged. be able to. From the above, according to the above configuration, the number of members disposed on the first shaft (A1) can be reduced, and as a result, the overall size of the device in the axial direction (L) can be reduced. It becomes possible.
Moreover, according to said structure, a 1st output gear (31) is arrange | positioned rather than a 1st transmission mechanism (41) at an axial second side (L2), and a 2nd output gear (32) is a 2nd transmission mechanism. It is arranged on the second axial side (L2) from (42). That is, the first output gear (31) is disposed on the same side as the drive gear (13) in the axial direction (L) with respect to the first transmission mechanism (41), and the second output gear (32) is It is arranged on the same side as the drive gear (13) in the axial direction (L) with respect to the transmission mechanism (42). Therefore, the first output gear (31) and the second output gear (32) are connected to the drive gear (13) disposed on the first shaft (A1) and its peripheral structure (such as a transmission shaft and other devices) in the axial direction. It becomes possible to arrange so that the arrangement area of (L) overlaps, and as a result, it is possible to reduce the size of the entire apparatus in the axial direction (L).
As described above, according to the above configuration, the automatic transmission having the two transmission mechanisms (41, 42) and the two engagement devices (51, 52) for switching between the two transmission mechanisms (41, 42). When the machine (4) is provided, the vehicle drive transmission device (1) capable of reducing the axial direction (L) can be realized.
また、上記の構成によれば、第一出力ギヤ(31)が第一変速機構(41)よりも軸方向第二側(L2)に配置され、第二出力ギヤ(32)が第二変速機構(42)よりも軸方向第二側(L2)に配置される。すなわち、第一出力ギヤ(31)が、第一変速機構(41)に対して軸方向(L)で駆動ギヤ(13)と同じ側に配置され、第二出力ギヤ(32)が、第二変速機構(42)に対して軸方向(L)で駆動ギヤ(13)と同じ側に配置される。よって、第一出力ギヤ(31)や第二出力ギヤ(32)を、第一軸(A1)に配置される駆動ギヤ(13)やその周辺構造(伝動軸や他の装置等)と軸方向(L)の配置領域が重複するように配置することが可能となり、この結果、装置全体の軸方向(L)の小型化を図ることが可能となる。
以上のように、上記の構成によれば、2つの変速機構(41,42)及び当該2つの変速機構(41,42)を切り替えるための2つの係合装置(51,52)を有する自動変速機(4)を備える場合に、軸方向(L)の小型化を図ることが可能な車両用駆動伝達装置(1)を実現することができる。 According to the above configuration, since the automatic transmission (4) includes the drive gear (13) that meshes with both the first driven gear (21) and the second driven gear (22), the automatic transmission (4) Compared with the case where each has a gear that meshes with the first driven gear (21) and a gear that meshes with the second driven gear (22), the input member (90), the first driven gear (21), and the first gear. In the axial direction (L) occupied by the gear mechanism provided on the first shaft (A1) (the shaft on which the drive gear (13) is arranged) in order to transmit power between the two driven gears (22). Space can be kept short. Moreover, according to said structure, rather than the 1st speed change mechanism (41) arrange | positioned in the axial direction 1st side (L1) rather than a 1st driven gear (21), and a 2nd driven gear (22). Both the second transmission mechanism (42) arranged on the first axial side (L1) is a planetary gear type transmission mechanism. Thereby, a 1st transmission mechanism (41) and a 2nd transmission mechanism (42) can be collectively arrange | positioned on each axis | shaft. Furthermore, according to the above configuration, the first engagement device (51) and the second engagement device (52) for switching between the first transmission mechanism (41) and the second transmission mechanism (42) are provided, for example, Arranged on an axis different from the first axis (A1), such as the second axis (A2) where the one speed change mechanism (41) is arranged and the third axis (A3) where the second speed change mechanism (42) is arranged. be able to. From the above, according to the above configuration, the number of members disposed on the first shaft (A1) can be reduced, and as a result, the overall size of the device in the axial direction (L) can be reduced. It becomes possible.
Moreover, according to said structure, a 1st output gear (31) is arrange | positioned rather than a 1st transmission mechanism (41) at an axial second side (L2), and a 2nd output gear (32) is a 2nd transmission mechanism. It is arranged on the second axial side (L2) from (42). That is, the first output gear (31) is disposed on the same side as the drive gear (13) in the axial direction (L) with respect to the first transmission mechanism (41), and the second output gear (32) is It is arranged on the same side as the drive gear (13) in the axial direction (L) with respect to the transmission mechanism (42). Therefore, the first output gear (31) and the second output gear (32) are connected to the drive gear (13) disposed on the first shaft (A1) and its peripheral structure (such as a transmission shaft and other devices) in the axial direction. It becomes possible to arrange so that the arrangement area of (L) overlaps, and as a result, it is possible to reduce the size of the entire apparatus in the axial direction (L).
As described above, according to the above configuration, the automatic transmission having the two transmission mechanisms (41, 42) and the two engagement devices (51, 52) for switching between the two transmission mechanisms (41, 42). When the machine (4) is provided, the vehicle drive transmission device (1) capable of reducing the axial direction (L) can be realized.
内燃機関(2)に駆動連結される入力部材(90)と、車輪(9)に駆動連結される出力部材(91)と、自動変速機(4)と、を備えた車両用駆動伝達装置(1)であって、前記自動変速機(4)は、前記入力部材(90)の回転駆動力が伝達される駆動ギヤ(13)と、前記駆動ギヤ(13)に噛み合う第一被駆動ギヤ(21)と、前記駆動ギヤ(13)に噛み合う第二被駆動ギヤ(22)と、前記第一被駆動ギヤ(21)の回転を変速して、前記出力部材(91)に噛み合う第一出力ギヤ(31)へ伝達する第一変速機構(41)と、前記第二被駆動ギヤ(22)の回転を変速して、前記出力部材(91)に噛み合う第二出力ギヤ(32)へ伝達する第二変速機構(42)と、前記第一被駆動ギヤ(21)と前記第一変速機構(41)とを連結又は連結解除する第一係合装置(51)と、前記第二被駆動ギヤ(22)と前記第二変速機構(42)とを連結又は連結解除する第二係合装置(52)と、を備え、前記駆動ギヤ(13)、前記第一変速機構(41)、及び前記第二変速機構(42)は、互いに平行な3つの軸(A1,A2,A3)に分かれて配置され、前記第一変速機構(41)は、遊星歯車式であって、前記第一被駆動ギヤ(21)よりも軸方向(L)の一方側である軸方向第一側(L1)に配置され、前記第二変速機構(42)は、遊星歯車式であって、前記第二被駆動ギヤ(22)よりも前記軸方向第一側(L1)に配置され、前記第一出力ギヤ(31)及び前記第二出力ギヤ(32)の双方が、前記出力部材(91)の1つのギヤ(7a)に噛み合っている。
A vehicle drive transmission device comprising an input member (90) drivingly connected to the internal combustion engine (2), an output member (91) drivingly connected to the wheels (9), and an automatic transmission (4) ( 1), in which the automatic transmission (4) includes a drive gear (13) to which a rotational driving force of the input member (90) is transmitted and a first driven gear (13) meshed with the drive gear (13). 21), a second driven gear (22) meshed with the drive gear (13), and a first output gear meshed with the output member (91) by shifting the rotation of the first driven gear (21). A first transmission mechanism (41) that transmits to (31) and a second transmission gear (32) that shifts the rotation of the second driven gear (22) and meshes with the output member (91). A two speed change mechanism (42), the first driven gear (21) and the first speed change mechanism (41 And a second engagement device (52) for connecting or releasing the second driven gear (22) and the second transmission mechanism (42). The drive gear (13), the first speed change mechanism (41), and the second speed change mechanism (42) are arranged separately on three shafts (A1, A2, A3) parallel to each other. The first transmission mechanism (41) is a planetary gear type, and is disposed on the first axial side (L1), which is one side in the axial direction (L) relative to the first driven gear (21). The second transmission mechanism (42) is a planetary gear type, and is disposed on the first axial side (L1) of the second driven gear (22), and the first output gear (31). And the second output gear (32) meshes with one gear (7a) of the output member (91). That.
上記の構成によれば、自動変速機(4)が第一被駆動ギヤ(21)及び第二被駆動ギヤ(22)の双方に噛み合う駆動ギヤ(13)を備えるため、自動変速機(4)が第一被駆動ギヤ(21)に噛み合うギヤと第二被駆動ギヤ(22)に噛み合うギヤとを各別に備える場合に比べて、入力部材(90)と第一被駆動ギヤ(21)及び第二被駆動ギヤ(22)との間で動力の伝達を行うために第一軸(A1)(駆動ギヤ(13)が配置される軸)に設けられるギヤ機構が占有する軸方向(L)のスペースを、短く抑えることが可能となる。また、上記の構成によれば、第一被駆動ギヤ(21)よりも軸方向第一側(L1)に配置される第一変速機構(41)と、第二被駆動ギヤ(22)よりも軸方向第一側(L1)に配置される第二変速機構(42)との双方が、遊星歯車式の変速機構とされる。これにより、第一変速機構(41)及び第二変速機構(42)を、それぞれの軸上にまとめて配置することができる。更に、上記の構成によれば、第一変速機構(41)と第二変速機構(42)とを切り替えるための第一係合装置(51)及び第二係合装置(52)を、例えば第一変速機構(41)が配置される第二軸(A2)や第二変速機構(42)が配置される第三軸(A3)等の、第一軸(A1)とは異なる軸に配置することができる。以上のことから、上記の構成によれば、第一軸(A1)に配置される部材の数を少なく抑えることができ、この結果、装置全体の軸方向(L)の小型化を図ることが可能となる。
また、上記の構成によれば、第一出力ギヤ(31)及び第二出力ギヤ(32)の双方が、出力部材(91)の1つのギヤ(7a)に噛み合う。よって、出力部材(91)が第一出力ギヤ(31)に噛み合うギヤと第二出力ギヤ(32)に噛み合うギヤとを各別に備える場合に比べて、出力部材(91)の構成を簡素化して、装置全体の軸方向(L)の小型化を図ることが可能となる。
以上のように、上記の構成によれば、2つの変速機構(41,42)及び当該2つの変速機構(41,42)を切り替えるための2つの係合装置(51,52)を有する自動変速機(4)を備える場合に、軸方向(L)の小型化を図ることが可能な車両用駆動伝達装置(1)を実現することができる。 According to the above configuration, since the automatic transmission (4) includes the drive gear (13) that meshes with both the first driven gear (21) and the second driven gear (22), the automatic transmission (4) Compared with the case where each has a gear that meshes with the first driven gear (21) and a gear that meshes with the second driven gear (22), the input member (90), the first driven gear (21), and the first gear. In the axial direction (L) occupied by the gear mechanism provided on the first shaft (A1) (the shaft on which the drive gear (13) is arranged) in order to transmit power between the two driven gears (22). Space can be kept short. Moreover, according to said structure, rather than the 1st speed change mechanism (41) arrange | positioned in the axial direction 1st side (L1) rather than a 1st driven gear (21), and a 2nd driven gear (22). Both the second transmission mechanism (42) arranged on the first axial side (L1) is a planetary gear type transmission mechanism. Thereby, a 1st transmission mechanism (41) and a 2nd transmission mechanism (42) can be collectively arrange | positioned on each axis | shaft. Furthermore, according to the above configuration, the first engagement device (51) and the second engagement device (52) for switching between the first transmission mechanism (41) and the second transmission mechanism (42) are provided, for example, Arranged on an axis different from the first axis (A1), such as the second axis (A2) where the one speed change mechanism (41) is arranged and the third axis (A3) where the second speed change mechanism (42) is arranged. be able to. From the above, according to the above configuration, the number of members disposed on the first shaft (A1) can be reduced, and as a result, the overall size of the device in the axial direction (L) can be reduced. It becomes possible.
Moreover, according to said structure, both the 1st output gear (31) and the 2nd output gear (32) mesh with one gear (7a) of the output member (91). Therefore, the configuration of the output member (91) is simplified compared to the case where the output member (91) includes a gear that meshes with the first output gear (31) and a gear that meshes with the second output gear (32). Thus, it is possible to reduce the size of the entire apparatus in the axial direction (L).
As described above, according to the above configuration, the automatic transmission having the two transmission mechanisms (41, 42) and the two engagement devices (51, 52) for switching between the two transmission mechanisms (41, 42). When the machine (4) is provided, the vehicle drive transmission device (1) capable of reducing the axial direction (L) can be realized.
また、上記の構成によれば、第一出力ギヤ(31)及び第二出力ギヤ(32)の双方が、出力部材(91)の1つのギヤ(7a)に噛み合う。よって、出力部材(91)が第一出力ギヤ(31)に噛み合うギヤと第二出力ギヤ(32)に噛み合うギヤとを各別に備える場合に比べて、出力部材(91)の構成を簡素化して、装置全体の軸方向(L)の小型化を図ることが可能となる。
以上のように、上記の構成によれば、2つの変速機構(41,42)及び当該2つの変速機構(41,42)を切り替えるための2つの係合装置(51,52)を有する自動変速機(4)を備える場合に、軸方向(L)の小型化を図ることが可能な車両用駆動伝達装置(1)を実現することができる。 According to the above configuration, since the automatic transmission (4) includes the drive gear (13) that meshes with both the first driven gear (21) and the second driven gear (22), the automatic transmission (4) Compared with the case where each has a gear that meshes with the first driven gear (21) and a gear that meshes with the second driven gear (22), the input member (90), the first driven gear (21), and the first gear. In the axial direction (L) occupied by the gear mechanism provided on the first shaft (A1) (the shaft on which the drive gear (13) is arranged) in order to transmit power between the two driven gears (22). Space can be kept short. Moreover, according to said structure, rather than the 1st speed change mechanism (41) arrange | positioned in the axial direction 1st side (L1) rather than a 1st driven gear (21), and a 2nd driven gear (22). Both the second transmission mechanism (42) arranged on the first axial side (L1) is a planetary gear type transmission mechanism. Thereby, a 1st transmission mechanism (41) and a 2nd transmission mechanism (42) can be collectively arrange | positioned on each axis | shaft. Furthermore, according to the above configuration, the first engagement device (51) and the second engagement device (52) for switching between the first transmission mechanism (41) and the second transmission mechanism (42) are provided, for example, Arranged on an axis different from the first axis (A1), such as the second axis (A2) where the one speed change mechanism (41) is arranged and the third axis (A3) where the second speed change mechanism (42) is arranged. be able to. From the above, according to the above configuration, the number of members disposed on the first shaft (A1) can be reduced, and as a result, the overall size of the device in the axial direction (L) can be reduced. It becomes possible.
Moreover, according to said structure, both the 1st output gear (31) and the 2nd output gear (32) mesh with one gear (7a) of the output member (91). Therefore, the configuration of the output member (91) is simplified compared to the case where the output member (91) includes a gear that meshes with the first output gear (31) and a gear that meshes with the second output gear (32). Thus, it is possible to reduce the size of the entire apparatus in the axial direction (L).
As described above, according to the above configuration, the automatic transmission having the two transmission mechanisms (41, 42) and the two engagement devices (51, 52) for switching between the two transmission mechanisms (41, 42). When the machine (4) is provided, the vehicle drive transmission device (1) capable of reducing the axial direction (L) can be realized.
ここで、前記第一出力ギヤ(31)が、前記第一変速機構(41)よりも前記軸方向第一側(L1)とは反対側である軸方向第二側(L2)に配置され、前記第二出力ギヤ(32)が、前記第二変速機構(42)よりも前記軸方向第二側(L2)に配置されていると好適である。
Here, the first output gear (31) is disposed on the second axial side (L2) opposite to the first axial direction (L1) with respect to the first transmission mechanism (41), It is preferable that the second output gear (32) is disposed on the second axial side (L2) with respect to the second transmission mechanism (42).
この構成によれば、第一出力ギヤ(31)が、第一変速機構(41)に対して軸方向(L)で駆動ギヤ(13)と同じ側に配置され、第二出力ギヤ(32)が、第二変速機構(42)に対して軸方向(L)で駆動ギヤ(13)と同じ側に配置される。よって、第一出力ギヤ(31)や第二出力ギヤ(32)を、第一軸(A1)に配置される駆動ギヤ(13)やその周辺構造(伝動軸や他の装置等)と軸方向(L)の配置領域が重複するように配置することが可能となり、この結果、装置全体の軸方向(L)の小型化を図ることができる。
According to this configuration, the first output gear (31) is disposed on the same side as the drive gear (13) in the axial direction (L) with respect to the first transmission mechanism (41), and the second output gear (32). Is disposed on the same side as the drive gear (13) in the axial direction (L) with respect to the second transmission mechanism (42). Therefore, the first output gear (31) and the second output gear (32) are connected to the drive gear (13) disposed on the first shaft (A1) and its peripheral structure (such as a transmission shaft and other devices) in the axial direction. It becomes possible to arrange so that the arrangement area of (L) overlaps, and as a result, it is possible to reduce the size of the entire apparatus in the axial direction (L).
上記の各構成の車両用駆動伝達装置(1)において、回転電機(3)を更に備え、前記回転電機(3)の出力回転部材(3a)は、前記第一係合装置(51)及び前記第二係合装置(52)を介することなく前記駆動ギヤ(13)に駆動連結されていると好適である。
The vehicle drive transmission device (1) having each configuration described above further includes a rotating electrical machine (3), and the output rotating member (3a) of the rotating electrical machine (3) includes the first engagement device (51) and the It is preferable that the drive gear (13) is drivingly connected without passing through the second engagement device (52).
この構成によれば、自動変速機(4)の状態を、駆動ギヤ(13)の回転を変速して出力部材(91)に伝達可能な状態とすることで、内燃機関(2)の出力トルクだけでなく回転電機(3)の出力トルクを車輪(9)に伝達させることができる。よって、内燃機関(2)及び回転電機(3)の双方のトルクを車輪(9)に伝達させて車両を走行させるハイブリッド走行モードや、回転電機(3)のトルクのみを車輪(9)に伝達させて車両を走行させる電動走行モードを、適切に実現することができる。なお、上記の構成によれば、回転電機(3)の出力回転部材(3a)が、第一係合装置(51)及び第二係合装置(52)を介することなく駆動ギヤ(13)に駆動連結されるため、駆動ギヤ(13)の回転を変速して出力部材(91)に伝達する変速機構が、第一変速機構(51)及び第二変速機構(52)のいずれに切り替えられている状態においても、駆動ギヤ(13)の回転を変速して出力部材(91)に伝達する状態に切り替えられている変速機構を介して回転電機(3)のトルクを車輪(9)に伝達させて、ハイブリッド走行モードや電動走行モードを実現することができる。
According to this configuration, the output torque of the internal combustion engine (2) is set by changing the state of the automatic transmission (4) to a state where the rotation of the drive gear (13) can be shifted and transmitted to the output member (91). In addition, the output torque of the rotating electrical machine (3) can be transmitted to the wheels (9). Therefore, the hybrid travel mode in which the vehicle is driven by transmitting the torques of both the internal combustion engine (2) and the rotating electrical machine (3) to the wheels (9), or only the torque of the rotating electrical machine (3) is transmitted to the wheels (9). Thus, it is possible to appropriately realize the electric travel mode in which the vehicle travels. According to the above configuration, the output rotating member (3a) of the rotating electrical machine (3) is connected to the drive gear (13) without passing through the first engaging device (51) and the second engaging device (52). Because of the drive connection, the speed change mechanism that changes the rotation of the drive gear (13) and transmits it to the output member (91) is switched to either the first speed change mechanism (51) or the second speed change mechanism (52). Even in a state where the rotation of the drive gear (13) is performed, the torque of the rotating electrical machine (3) is transmitted to the wheels (9) via the speed change mechanism which is switched to a state where the rotation of the drive gear (13) is shifted and transmitted to the output member (91). Thus, the hybrid travel mode and the electric travel mode can be realized.
ここで、第三係合装置(53)を更に備え、前記第三係合装置(53)は、前記入力部材(90)と前記駆動ギヤ(13)とを連結又は連結解除し、前記回転電機(3)の前記出力回転部材(3a)は、前記第三係合装置(53)を介することなく前記駆動ギヤ(13)に駆動連結されていると好適である。
Here, a third engagement device (53) is further provided, and the third engagement device (53) connects or disconnects the input member (90) and the drive gear (13), and the rotating electrical machine The output rotation member (3a) of (3) is preferably driven and connected to the drive gear (13) without the third engagement device (53).
この構成によれば、回転電機(3)の出力回転部材(3a)が、第三係合装置(53)を介することなく駆動ギヤ(13)に駆動連結されるため、第三係合装置(53)の係合の状態によらず、回転電機(3)の出力トルクを車輪(9)に伝達させることができる。よって、電動走行モードの実行時に第三係合装置(53)を解放して内燃機関(2)を車輪(9)から切り離すことで、内燃機関(2)の引き摺り損失に起因するエネルギ損失を抑制することができる。
According to this configuration, the output rotating member (3a) of the rotating electrical machine (3) is drivingly connected to the drive gear (13) without passing through the third engaging device (53). The output torque of the rotating electrical machine (3) can be transmitted to the wheel (9) regardless of the state of engagement of 53). Therefore, the energy loss caused by the drag loss of the internal combustion engine (2) is suppressed by releasing the third engagement device (53) and disconnecting the internal combustion engine (2) from the wheel (9) when the electric travel mode is executed. can do.
上記のように前記回転電機(3)と前記第三係合装置(53)とを備える構成において、前記第三係合装置(53)は、前記駆動ギヤ(13)よりも前記軸方向第一側(L1)とは反対側である軸方向第二側(L2)に前記駆動ギヤ(13)と同軸に配置され、前記第一出力ギヤ(31)及び前記第二出力ギヤ(32)の双方が、前記駆動ギヤ(13)の径方向(R)に見て前記第三係合装置(53)と重複するように配置されていると好適である。
In the configuration including the rotating electrical machine (3) and the third engagement device (53) as described above, the third engagement device (53) is more axially first than the drive gear (13). The first output gear (31) and the second output gear (32) are arranged coaxially with the drive gear (13) on the second axial side (L2) opposite to the side (L1). Is preferably arranged so as to overlap the third engagement device (53) when viewed in the radial direction (R) of the drive gear (13).
この構成によれば、第一出力ギヤ(31)及び第二出力ギヤ(31)が径方向(R)に見て第三係合装置(53)と重複する分、第一出力ギヤ(31)、第二出力ギヤ(32)、及び第三係合装置(53)が占有する空間の軸方向長さを短縮することができ、この結果、装置全体の軸方向(L)の小型化をより一層図ることができる。
According to this configuration, the first output gear (31) and the second output gear (31) overlap the third engagement device (53) when viewed in the radial direction (R). The axial length of the space occupied by the second output gear (32) and the third engagement device (53) can be shortened, and as a result, the axial size (L) of the entire device can be further reduced. More can be achieved.
上記の各構成の車両用駆動伝達装置(1)において、回転電機(3)を更に備え、前記回転電機(3)の出力回転部材(3a)は、前記駆動ギヤ(13)に駆動連結され、前記回転電機(3)の少なくとも一部が、前記回転電機(3)の径方向に見て前記第一変速機構(41)及び前記第二変速機構(42)のそれぞれと重複する位置に配置され、前記回転電機(3)が、前記駆動ギヤ(13)よりも前記軸方向第一側(L1)であって、前記軸方向(L)に見て前記駆動ギヤ(13)又は前記駆動ギヤ(13)と一体回転する部材と重複するように配置されていると好適である。
The vehicle drive transmission device (1) having each configuration described above further includes a rotating electrical machine (3), and an output rotating member (3a) of the rotating electrical machine (3) is drivingly connected to the drive gear (13), At least a part of the rotating electrical machine (3) is disposed at a position overlapping with each of the first transmission mechanism (41) and the second transmission mechanism (42) when viewed in the radial direction of the rotating electrical machine (3). The rotating electrical machine (3) is closer to the first axial side (L1) than the drive gear (13) and viewed in the axial direction (L), the drive gear (13) or the drive gear ( It is preferable that they are arranged so as to overlap with the member that rotates integrally with 13).
この構成によれば、自動変速機(4)の状態を、駆動ギヤ(13)の回転を変速して出力部材(91)に伝達可能な状態とすることで、内燃機関(2)の出力トルクだけでなく回転電機(3)の出力トルクを車輪(9)に伝達させることができる。よって、内燃機関(2)及び回転電機(3)の双方のトルクを車輪(9)に伝達させて車両を走行させるハイブリッド走行モードや、回転電機(3)のトルクのみを車輪(9)に伝達させて車両を走行させる電動走行モードを、適切に実現することができる。その上で、上記の構成によれば、回転電機(3)の少なくとも一部が、回転電機(3)の径方向に見て第一変速機構(41)及び第二変速機構(42)のそれぞれと重複する位置に配置されると共に、回転電機(3)が、駆動ギヤ(13)よりも軸方向第一側(L1)であって軸方向(L)に見て駆動ギヤ(13)又は駆動ギヤ(13)と一体回転する部材と重複するように配置されるため、回転電機(3)を配置することによる装置全体の寸法の拡大を、軸方向(L)及び軸方向(L)に直交する方向の双方について抑制して、装置全体の小型化を図ることができる。
補足説明すると、第一被駆動ギヤ(21)よりも軸方向第一側(L1)に配置される第一変速機構(41)と、第二被駆動ギヤ(22)よりも軸方向第一側(L1)に配置される第二変速機構(42)との双方が、遊星歯車式の変速機構とされる。これにより、第一被駆動ギヤ(21)よりも軸方向第一側(L1)に、第一軸(A1)と第二軸(A2)との間で動力の伝達を行うための部材が配置されず、且つ、第二被駆動ギヤ(22)よりも軸方向第一側(L1)に、第一軸(A1)と第三軸(A3)との間で動力の伝達を行うための部材が配置されない構成とすることができる。この結果、駆動ギヤ(13)よりも軸方向第一側(L1)であって軸方向(L)に見て駆動ギヤ(13)又は駆動ギヤ(13)と一体回転する部材と重複する領域に、回転電機(3)の径方向に見て第一変速機構(41)及び第二変速機構(42)のそれぞれと重複するように回転電機(3)の少なくとも一部を配置するための空間を確保することが可能となる。すなわち、装置全体の軸方向(L)に直交する方向の寸法を短く抑えるために、軸方向(L)に見て駆動ギヤ(13)又は駆動ギヤ(13)と一体回転する部材と重複するように回転電機(3)を配置する場合であっても、回転電機(3)の径方向に見て第一変速機構(41)及び第二変速機構(42)のそれぞれと重複する位置に回転電機(3)の少なくとも一部を配置して、装置全体の軸方向(L)の長さの短縮を図ることが可能となる。 According to this configuration, the output torque of the internal combustion engine (2) is set by changing the state of the automatic transmission (4) to a state where the rotation of the drive gear (13) can be shifted and transmitted to the output member (91). In addition, the output torque of the rotating electrical machine (3) can be transmitted to the wheels (9). Therefore, the hybrid travel mode in which the vehicle is driven by transmitting the torques of both the internal combustion engine (2) and the rotating electrical machine (3) to the wheels (9), or only the torque of the rotating electrical machine (3) is transmitted to the wheels (9). Thus, it is possible to appropriately realize the electric travel mode in which the vehicle travels. In addition, according to the above-described configuration, at least a part of the rotating electrical machine (3) is configured so that each of the first transmission mechanism (41) and the second transmission mechanism (42) is viewed in the radial direction of the rotating electrical machine (3). And the rotary electric machine (3) is located on the first side (L1) in the axial direction from the drive gear (13) and viewed in the axial direction (L), or the drive gear (13) or drive Since it is arranged so as to overlap with the member that rotates integrally with the gear (13), the expansion of the overall size of the device by arranging the rotating electrical machine (3) is orthogonal to the axial direction (L) and the axial direction (L). The entire apparatus can be reduced in size by suppressing both directions.
If it explains supplementarily, the 1st speed change mechanism (41) arrange | positioned at the axial direction 1st side (L1) rather than the 1st driven gear (21), and the axial direction 1st side rather than the 2nd driven gear (22). Both the second transmission mechanism (42) arranged at (L1) is a planetary gear type transmission mechanism. Accordingly, a member for transmitting power between the first shaft (A1) and the second shaft (A2) is disposed on the first axial side (L1) of the first driven gear (21). And a member for transmitting power between the first shaft (A1) and the third shaft (A3) on the first axial side (L1) relative to the second driven gear (22). It can be set as the structure which is not arrange | positioned. As a result, the region is located on the first axial side (L1) of the drive gear (13) and overlaps with the drive gear (13) or a member that rotates integrally with the drive gear (13) when viewed in the axial direction (L). A space for disposing at least a part of the rotating electrical machine (3) so as to overlap each of the first transmission mechanism (41) and the second transmission mechanism (42) when viewed in the radial direction of the rotating electrical machine (3). It can be secured. That is, in order to keep the dimension in the direction orthogonal to the axial direction (L) of the entire apparatus short, it overlaps with the driving gear (13) or a member that rotates integrally with the driving gear (13) when viewed in the axial direction (L). Even when the rotary electric machine (3) is disposed in the rotary electric machine (3), the rotary electric machine is located at a position overlapping with each of the first transmission mechanism (41) and the second transmission mechanism (42) when viewed in the radial direction of the rotary electric machine (3). By disposing at least a part of (3), it is possible to reduce the length of the entire apparatus in the axial direction (L).
補足説明すると、第一被駆動ギヤ(21)よりも軸方向第一側(L1)に配置される第一変速機構(41)と、第二被駆動ギヤ(22)よりも軸方向第一側(L1)に配置される第二変速機構(42)との双方が、遊星歯車式の変速機構とされる。これにより、第一被駆動ギヤ(21)よりも軸方向第一側(L1)に、第一軸(A1)と第二軸(A2)との間で動力の伝達を行うための部材が配置されず、且つ、第二被駆動ギヤ(22)よりも軸方向第一側(L1)に、第一軸(A1)と第三軸(A3)との間で動力の伝達を行うための部材が配置されない構成とすることができる。この結果、駆動ギヤ(13)よりも軸方向第一側(L1)であって軸方向(L)に見て駆動ギヤ(13)又は駆動ギヤ(13)と一体回転する部材と重複する領域に、回転電機(3)の径方向に見て第一変速機構(41)及び第二変速機構(42)のそれぞれと重複するように回転電機(3)の少なくとも一部を配置するための空間を確保することが可能となる。すなわち、装置全体の軸方向(L)に直交する方向の寸法を短く抑えるために、軸方向(L)に見て駆動ギヤ(13)又は駆動ギヤ(13)と一体回転する部材と重複するように回転電機(3)を配置する場合であっても、回転電機(3)の径方向に見て第一変速機構(41)及び第二変速機構(42)のそれぞれと重複する位置に回転電機(3)の少なくとも一部を配置して、装置全体の軸方向(L)の長さの短縮を図ることが可能となる。 According to this configuration, the output torque of the internal combustion engine (2) is set by changing the state of the automatic transmission (4) to a state where the rotation of the drive gear (13) can be shifted and transmitted to the output member (91). In addition, the output torque of the rotating electrical machine (3) can be transmitted to the wheels (9). Therefore, the hybrid travel mode in which the vehicle is driven by transmitting the torques of both the internal combustion engine (2) and the rotating electrical machine (3) to the wheels (9), or only the torque of the rotating electrical machine (3) is transmitted to the wheels (9). Thus, it is possible to appropriately realize the electric travel mode in which the vehicle travels. In addition, according to the above-described configuration, at least a part of the rotating electrical machine (3) is configured so that each of the first transmission mechanism (41) and the second transmission mechanism (42) is viewed in the radial direction of the rotating electrical machine (3). And the rotary electric machine (3) is located on the first side (L1) in the axial direction from the drive gear (13) and viewed in the axial direction (L), or the drive gear (13) or drive Since it is arranged so as to overlap with the member that rotates integrally with the gear (13), the expansion of the overall size of the device by arranging the rotating electrical machine (3) is orthogonal to the axial direction (L) and the axial direction (L). The entire apparatus can be reduced in size by suppressing both directions.
If it explains supplementarily, the 1st speed change mechanism (41) arrange | positioned at the axial direction 1st side (L1) rather than the 1st driven gear (21), and the axial direction 1st side rather than the 2nd driven gear (22). Both the second transmission mechanism (42) arranged at (L1) is a planetary gear type transmission mechanism. Accordingly, a member for transmitting power between the first shaft (A1) and the second shaft (A2) is disposed on the first axial side (L1) of the first driven gear (21). And a member for transmitting power between the first shaft (A1) and the third shaft (A3) on the first axial side (L1) relative to the second driven gear (22). It can be set as the structure which is not arrange | positioned. As a result, the region is located on the first axial side (L1) of the drive gear (13) and overlaps with the drive gear (13) or a member that rotates integrally with the drive gear (13) when viewed in the axial direction (L). A space for disposing at least a part of the rotating electrical machine (3) so as to overlap each of the first transmission mechanism (41) and the second transmission mechanism (42) when viewed in the radial direction of the rotating electrical machine (3). It can be secured. That is, in order to keep the dimension in the direction orthogonal to the axial direction (L) of the entire apparatus short, it overlaps with the driving gear (13) or a member that rotates integrally with the driving gear (13) when viewed in the axial direction (L). Even when the rotary electric machine (3) is disposed in the rotary electric machine (3), the rotary electric machine is located at a position overlapping with each of the first transmission mechanism (41) and the second transmission mechanism (42) when viewed in the radial direction of the rotary electric machine (3). By disposing at least a part of (3), it is possible to reduce the length of the entire apparatus in the axial direction (L).
上記のように前記回転電機(3)を備える構成において、前記回転電機(3)の前記出力回転部材(3a)が、前記駆動ギヤ(13)と噛み合い、又は、前記駆動ギヤ(13)と一体回転するように連結されていると好適である。
In the configuration including the rotating electrical machine (3) as described above, the output rotating member (3a) of the rotating electrical machine (3) meshes with the drive gear (13) or is integrated with the drive gear (13). It is preferable that they are connected so as to rotate.
この構成によれば、入力部材(90)の回転を変速機構(41,42)に入力するための駆動ギヤ(13)を利用して、回転電機(3)の出力トルクを変速機構(41,42)に入力することができる。よって、回転電機(3)の出力トルクを変速機構(41,42)に入力するためのギヤを、駆動ギヤ(13)とは別に設ける場合に比べて、車両用駆動伝達装置(1)の構成を簡素化して装置全体の小型化を図ることができる。
According to this configuration, the output torque of the rotating electrical machine (3) is converted to the speed change mechanism (41, 42) using the drive gear (13) for inputting the rotation of the input member (90) to the speed change mechanism (41, 42). 42). Therefore, compared with the case where the gear for inputting the output torque of the rotating electrical machine (3) to the speed change mechanism (41, 42) is provided separately from the drive gear (13), the configuration of the vehicle drive transmission device (1). The overall apparatus can be reduced in size.
上記の各構成の車両用駆動伝達装置(1)において、前記第二変速機構(42)が、前記第一変速機構(41)の径方向に見て前記第一変速機構(41)と重複する位置に配置されていると好適である。
In the vehicle drive transmission device (1) having each configuration described above, the second transmission mechanism (42) overlaps the first transmission mechanism (41) when viewed in the radial direction of the first transmission mechanism (41). It is suitable if it is arranged in a position.
この構成によれば、第一変速機構(41)と第二変速機構(42)とを、それぞれの軸方向(L)の配置領域が互いに重複するように配置することができるため、自動変速機(4)が占有する空間の軸方向(L)の長さを短く抑えて、装置全体の軸方向(L)の小型化を図ることができる。
According to this configuration, the first transmission mechanism (41) and the second transmission mechanism (42) can be arranged such that the arrangement regions in the axial directions (L) overlap with each other. The length of the space (4) occupied in the axial direction (L) can be kept short, and the entire apparatus can be downsized in the axial direction (L).
また、前記第二係合装置(52)が、前記第一係合装置(51)の径方向に見て前記第一係合装置(51)と重複する位置に配置されていると好適である。
Further, it is preferable that the second engagement device (52) is disposed at a position overlapping the first engagement device (51) when viewed in the radial direction of the first engagement device (51). .
この構成によれば、第一係合装置(51)と第二係合装置(52)とを、それぞれの軸方向(L)の配置領域が互いに重複するように配置することができるため、第一係合装置(51)を介して第一被駆動ギヤ(21)に駆動連結される第一変速機構(41)と、第二係合装置(52)を介して第二被駆動ギヤ(22)に駆動連結される第二変速機構(42)との、軸方向(L)の配置領域の重複度合いを高めて、装置全体の軸方向(L)の小型化を図ることができる。
According to this configuration, the first engagement device (51) and the second engagement device (52) can be arranged such that the arrangement regions in the axial directions (L) overlap each other. A first transmission mechanism (41) that is drivingly connected to the first driven gear (21) via one engagement device (51), and a second driven gear (22) via a second engagement device (52). ) And the second speed change mechanism (42) connected to the second transmission mechanism in the axial direction (L) can be increased to reduce the size of the entire apparatus in the axial direction (L).
また、前記第一変速機構(41)を構成する遊星歯車機構(61,63)の前記軸方向(L)に並ぶ数と、前記第二変速機構(42)を構成する遊星歯車機構(62,64)の前記軸方向(L)に並ぶ数とが、同じであると好適である。
Further, the number of planetary gear mechanisms (61, 63) constituting the first transmission mechanism (41) arranged in the axial direction (L) and the planetary gear mechanisms (62, 63) constituting the second transmission mechanism (42). 64) are preferably the same in the axial direction (L).
この構成によれば、第一変速機構(41)及び第二変速機構(42)のそれぞれの軸方向(L)の長さを同じ或いは同程度とすることができるため、第一変速機構(41)の全体或いは大部分と第二変速機構(42)の全体或いは大部分とを軸方向(L)の同じ領域内に配置して、装置全体の軸方向(L)の小型化を図ることができる。
According to this configuration, the lengths of the first transmission mechanism (41) and the second transmission mechanism (42) in the axial direction (L) can be the same or approximately the same, so the first transmission mechanism (41 ) And the whole or most of the second speed change mechanism (42) are arranged in the same region in the axial direction (L), thereby reducing the size of the entire device in the axial direction (L). it can.
また、前記第一変速機構(41)は、遊星歯車機構(61,63)を用いて構成される第一歯車機構(71)と、前記第一歯車機構(71)よりも前記軸方向第一側(L1)に配置されて前記第一歯車機構(71)の差動状態を制御する第一変速用係合装置(B1,B3,C3)と、を備え、前記第二変速機構(42)は、遊星歯車機構(62,64)を用いて構成される第二歯車機構(72)と、前記第二歯車機構(72)よりも前記軸方向第一側(L1)に配置されて前記第二歯車機構(72)の差動状態を制御する第二変速用係合装置(B2,B4,C4)と、を備え、前記第一変速用係合装置(B1,B3,C3)が、前記第二変速機構(42)の径方向に見て前記第二変速用係合装置(B2,B4,C4)と重複する位置に配置されていると好適である。
The first speed change mechanism (41) includes a first gear mechanism (71) configured using planetary gear mechanisms (61, 63), and the first axial direction mechanism than the first gear mechanism (71). A first shift engagement device (B1, B3, C3) disposed on the side (L1) for controlling the differential state of the first gear mechanism (71), and the second shift mechanism (42) Are arranged on the first side (L1) in the axial direction from the second gear mechanism (72) and the second gear mechanism (72) configured using the planetary gear mechanism (62, 64). A second transmission engaging device (B2, B4, C4) for controlling the differential state of the two-gear mechanism (72), wherein the first transmission engaging device (B1, B3, C3) Arranged at a position overlapping with the second shifting engagement devices (B2, B4, C4) when viewed in the radial direction of the second shifting mechanism (42). It is preferable to have been.
この構成によれば、第一変速機構(41)及び第二変速機構(42)のそれぞれの軸方向(L)の長さを同じ或いは同程度とすることができるため、第一変速機構(41)の少なくとも一部と第二変速機構(42)の少なくとも一部とを軸方向(L)の同じ領域内に配置して、装置全体の軸方向(L)の小型化を図ることができる。
According to this configuration, the lengths of the first transmission mechanism (41) and the second transmission mechanism (42) in the axial direction (L) can be the same or approximately the same, so the first transmission mechanism (41 ) And at least a part of the second transmission mechanism (42) can be arranged in the same region in the axial direction (L), so that the entire device can be reduced in the axial direction (L).
また、前記駆動ギヤ(13)よりも前記軸方向第一側(L1)に、変速比を変更可能な平行軸歯車式の変速機構が設けられていない構成であると好適である。
Further, it is preferable that a parallel shaft gear type speed change mechanism capable of changing a gear ratio is not provided on the first axial direction side (L1) with respect to the drive gear (13).
この構成によれば、駆動ギヤ(13)よりも軸方向第一側(L1)に変速比を変更可能な平行軸歯車式の変速機構が設けられる場合に比べて、駆動ギヤ(13)よりも軸方向第一側(L1)であって軸方向(L)に見て駆動ギヤ(13)と重複する領域に、第一変速機構(41)及び第二変速機構(42)の少なくとも一方と軸方向(L)の配置領域が重複するように回転電機(3)等の車両用駆動伝達装置(1)の構成要素を配置するための空間を確保することが容易となる。
According to this structure, compared with the drive gear (13), compared with the case where the parallel shaft gear type transmission mechanism capable of changing the gear ratio is provided on the first axial side (L1) of the drive gear (13). At least one of the first speed change mechanism (41) and the second speed change mechanism (42) and the shaft are arranged in a region overlapping with the drive gear (13) when viewed in the axial direction (L) on the first axial side (L1). It becomes easy to secure a space for arranging the components of the vehicle drive transmission device (1) such as the rotating electrical machine (3) such that the arrangement regions in the direction (L) overlap.
また、前記第一変速機構(41)により実現される最小の変速比及び前記第二変速機構(42)により実現される最小の変速比の双方が、1であり、前記駆動ギヤ(13)と前記第一変速機構(41)との間の変速比を第一変速比とし、前記駆動ギヤ(13)と前記第二変速機構(42)との間の変速比を第二変速比とし、前記第一変速機構(41)と前記出力部材(91)との間の変速比を第三変速比とし、前記第二変速機構(42)と前記出力部材(91)との間の変速比を第四変速比として、前記第一変速比と前記第三変速比との積と、前記第二変速比と前記第四変速比との積とが、互いに異なる値となると好適である。
Further, both the minimum transmission ratio realized by the first transmission mechanism (41) and the minimum transmission ratio realized by the second transmission mechanism (42) are 1, and the drive gear (13) and The transmission ratio between the first transmission mechanism (41) is a first transmission ratio, the transmission ratio between the drive gear (13) and the second transmission mechanism (42) is a second transmission ratio, The transmission ratio between the first transmission mechanism (41) and the output member (91) is the third transmission ratio, and the transmission ratio between the second transmission mechanism (42) and the output member (91) is the first transmission ratio. As the four gear ratios, it is preferable that the product of the first gear ratio and the third gear ratio and the product of the second gear ratio and the fourth gear ratio have different values.
第一変速機構(41)や第二変速機構(42)で実現される最小の変速比は、一般に、第一変速機構(41)や第二変速機構(42)で実現される他の変速比に比べて、走行中に実現される時間が長く、車両用駆動伝達装置(1)のエネルギ効率に与える影響が大きい。上記の構成によれば、第一変速機構(41)及び第二変速機構(42)の双方について、最小の変速比が、変速機構(41,42)における動力の伝達効率が最も高くなる1となるため、最小の変速比が実現されている状態での駆動ギヤ(13)と出力部材(91)との間での動力の伝達効率を高く確保して、車両用駆動伝達装置(1)のエネルギ効率の向上を図ることができる。なお、上記の構成によれば、第一変速比と第三変速比との積と、第二変速比と第四変速比との積とが、互いに異なる値となるため、第一変速機構(41)により実現される最小の変速比及び第二変速機構(42)により実現される最小の変速比の双方を1とする場合であっても、第一変速機構(41)が最小の変速比を実現している場合と、第二変速機構(42)が最小の変速比を実現している場合とで、駆動ギヤ(13)と出力部材(91)との間の変速比を異ならせることができる。
The minimum transmission ratio realized by the first transmission mechanism (41) and the second transmission mechanism (42) is generally other transmission ratios realized by the first transmission mechanism (41) and the second transmission mechanism (42). Compared to the above, the time realized during traveling is long, and the influence on the energy efficiency of the vehicle drive transmission device (1) is large. According to the above configuration, for both the first transmission mechanism (41) and the second transmission mechanism (42), the minimum transmission ratio is 1 so that the power transmission efficiency in the transmission mechanism (41, 42) is highest. Therefore, a high power transmission efficiency is ensured between the drive gear (13) and the output member (91) in a state where the minimum speed ratio is realized, and the vehicle drive transmission device (1) Energy efficiency can be improved. According to the above configuration, the product of the first gear ratio and the third gear ratio and the product of the second gear ratio and the fourth gear ratio are different from each other. 41) Even when both the minimum transmission ratio realized by 41) and the minimum transmission ratio realized by the second transmission mechanism (42) are 1, the first transmission mechanism (41) has the minimum transmission ratio. And the gear ratio between the drive gear (13) and the output member (91) are different depending on whether the second speed change mechanism (42) realizes the minimum speed ratio. Can do.
また、前記第一変速機構(41)と前記出力部材(91)との間の変速比を第三変速比とし、前記第二変速機構(42)と前記出力部材(91)との間の変速比を第四変速比として、前記第三変速比と前記第四変速比とが同じ値であると好適である。
Further, a transmission ratio between the first transmission mechanism (41) and the output member (91) is defined as a third transmission ratio, and a transmission between the second transmission mechanism (42) and the output member (91) is performed. It is preferable that the third gear ratio and the fourth gear ratio have the same value, where the ratio is the fourth gear ratio.
この構成によれば、第一変速機構(41)における出力部材(91)に駆動連結される回転要素と出力部材(91)との間で動力を伝達する第一伝動部材(ギヤ等)と、第二変速機構(42)における出力部材(91)に駆動連結される回転要素と出力部材(91)との間で動力を伝達する第二伝動部材(ギヤ等)とを共通の部品とすることができる。このような構成とは異なり第三変速比と第四変速比とが異なる場合には、自動変速機(4)により減速されることで比較的大きなトルクを伝達する必要がある第一伝動部材及び第二伝動部材として、互いに異なる種類の伝動部材(例えば、互いに径の異なるギヤ)を用いる必要があり、伝動部材の種類の増大に応じて強度確保のための検証必要項目が増える等、車両用駆動伝達装置(1)の製造コストの増大を招くおそれがある。これに対して、上記の構成によれば、第一伝動部材と第二伝動部材とを共通の部品とすることができるため、車両用駆動伝達装置(1)の製造コストを抑制することができる。
また、上記の構成によれば第三変速比と第四変速比とが同じ値であるため、隣接する変速段の組み合わせのそれぞれにおける変速比ステップ(隣接する変速段の間での変速比の比)を変えることなく、共通の変速比である第三変速比及び第四変速比を変更して、駆動ギヤ(13)と出力部材(91)との間の変速比を変更することが可能となる。この結果、駆動ギヤ(13)と出力部材(91)との間の変速比を、車両用駆動伝達装置(1)の搭載対象の車種等に応じて変更することが容易となる。 According to this structure, the 1st transmission member (gear etc.) which transmits motive power between the rotation element drive-coupled to the output member (91) in the 1st transmission mechanism (41), and the output member (91), The second transmission member (gear, etc.) that transmits power between the rotary element that is drivingly connected to the output member (91) in the second transmission mechanism (42) and the output member (91) is a common component. Can do. Unlike such a configuration, when the third gear ratio and the fourth gear ratio are different, the first transmission member that needs to transmit a relatively large torque by being decelerated by the automatic transmission (4), and As the second transmission member, it is necessary to use different types of transmission members (for example, gears having different diameters), and the number of verification items for securing strength increases as the number of types of transmission members increases. There is a risk of increasing the manufacturing cost of the drive transmission device (1). On the other hand, according to said structure, since a 1st transmission member and a 2nd transmission member can be made into a common component, the manufacturing cost of a vehicle drive transmission device (1) can be suppressed. .
Further, according to the above configuration, since the third gear ratio and the fourth gear ratio have the same value, the gear ratio step (the ratio of the gear ratio between the adjacent gear speeds) in each of the adjacent gear speed combinations. ) Without changing the gear ratio, it is possible to change the gear ratio between the drive gear (13) and the output member (91) by changing the third gear ratio and the fourth gear ratio, which are common gear ratios. Become. As a result, it becomes easy to change the gear ratio between the drive gear (13) and the output member (91) in accordance with the vehicle type to be mounted on the vehicle drive transmission device (1).
また、上記の構成によれば第三変速比と第四変速比とが同じ値であるため、隣接する変速段の組み合わせのそれぞれにおける変速比ステップ(隣接する変速段の間での変速比の比)を変えることなく、共通の変速比である第三変速比及び第四変速比を変更して、駆動ギヤ(13)と出力部材(91)との間の変速比を変更することが可能となる。この結果、駆動ギヤ(13)と出力部材(91)との間の変速比を、車両用駆動伝達装置(1)の搭載対象の車種等に応じて変更することが容易となる。 According to this structure, the 1st transmission member (gear etc.) which transmits motive power between the rotation element drive-coupled to the output member (91) in the 1st transmission mechanism (41), and the output member (91), The second transmission member (gear, etc.) that transmits power between the rotary element that is drivingly connected to the output member (91) in the second transmission mechanism (42) and the output member (91) is a common component. Can do. Unlike such a configuration, when the third gear ratio and the fourth gear ratio are different, the first transmission member that needs to transmit a relatively large torque by being decelerated by the automatic transmission (4), and As the second transmission member, it is necessary to use different types of transmission members (for example, gears having different diameters), and the number of verification items for securing strength increases as the number of types of transmission members increases. There is a risk of increasing the manufacturing cost of the drive transmission device (1). On the other hand, according to said structure, since a 1st transmission member and a 2nd transmission member can be made into a common component, the manufacturing cost of a vehicle drive transmission device (1) can be suppressed. .
Further, according to the above configuration, since the third gear ratio and the fourth gear ratio have the same value, the gear ratio step (the ratio of the gear ratio between the adjacent gear speeds) in each of the adjacent gear speed combinations. ) Without changing the gear ratio, it is possible to change the gear ratio between the drive gear (13) and the output member (91) by changing the third gear ratio and the fourth gear ratio, which are common gear ratios. Become. As a result, it becomes easy to change the gear ratio between the drive gear (13) and the output member (91) in accordance with the vehicle type to be mounted on the vehicle drive transmission device (1).
また、前記第一係合装置(51)及び前記第二係合装置(52)の双方が、摩擦係合装置であると好適である。
Further, it is preferable that both the first engagement device (51) and the second engagement device (52) are friction engagement devices.
この構成によれば、第一係合装置(51)を係合させ、駆動ギヤ(13)の回転を第一変速機構(41)により変速して出力部材(91)に伝達する状態と、第二係合装置(52)を係合させ、駆動ギヤ(13)の回転を第二変速機構(42)により変速して出力部材(91)に伝達する状態との切り替え(すなわち、シフトチェンジ)を行う際に、第一係合装置(51)及び第二係合装置(52)のうちの解放させる側の係合装置を滑り係合状態に制御した状態で、係合させる側の係合装置を係合させることができる。これにより、シフトチェンジを行う際に出力部材(91)への駆動ギヤ(13)の回転の伝達を維持することができ、トルク抜けが抑制された円滑なシフトチェンジが可能となる。
According to this configuration, the first engagement device (51) is engaged, the rotation of the drive gear (13) is shifted by the first transmission mechanism (41), and is transmitted to the output member (91). The two engagement devices (52) are engaged, and switching between the state in which the rotation of the drive gear (13) is changed by the second transmission mechanism (42) and transmitted to the output member (91) (that is, shift change) is performed. Of the first engagement device (51) and the second engagement device (52), the engagement device on the side to be engaged is controlled in the sliding engagement state. Can be engaged. Thereby, when performing a shift change, transmission of rotation of the drive gear (13) to the output member (91) can be maintained, and a smooth shift change in which torque loss is suppressed is possible.
本開示に係る車両用駆動伝達装置は、上述した各効果のうち、少なくとも1つを奏することができれば良い。
The vehicle drive transmission device according to the present disclosure only needs to exhibit at least one of the effects described above.
1:車両用駆動装置(車両用駆動伝達装置)
2:内燃機関
3:回転電機
3a:出力回転部材
4:自動変速機
7a:差動入力ギヤ(出力部材の1つのギヤ)
9:車輪
13:共通駆動ギヤ(駆動ギヤ)
21:第一被駆動ギヤ
22:第二被駆動ギヤ
31:第一出力ギヤ
32:第二出力ギヤ
41:第一変速機構
42:第二変速機構
51:第一係合装置
52:第二係合装置
53:第三係合装置
71:第一歯車機構
72:第二歯車機構
90:入力軸(入力部材)
91:出力部材
B1:第一ブレーキ(第一変速用係合装置)
B2:第二ブレーキ(第二変速用係合装置)
B3:第三ブレーキ(第一変速用係合装置)
B4:第四ブレーキ(第二変速用係合装置)
C3:第三クラッチ(第一変速用係合装置)
C4:第四クラッチ(第二変速用係合装置)
L:軸方向
L1:軸方向第一側
L2:軸方向第二側
R:径方向 1: Vehicle drive device (vehicle drive transmission device)
2: internal combustion engine 3: rotatingelectrical machine 3a: output rotating member 4: automatic transmission 7a: differential input gear (one gear of the output member)
9: Wheel 13: Common drive gear (drive gear)
21: First driven gear 22: Second driven gear 31: First output gear 32: Second output gear 41: First transmission mechanism 42: Second transmission mechanism 51: First engagement device 52: Second engagement Joint device 53: third engagement device 71: first gear mechanism 72: second gear mechanism 90: input shaft (input member)
91: Output member B1: First brake (first shift engagement device)
B2: Second brake (second shift engagement device)
B3: Third brake (first shift engagement device)
B4: Fourth brake (second shift engagement device)
C3: Third clutch (first shift engagement device)
C4: Fourth clutch (second shift engagement device)
L: Axial direction L1: Axial direction first side L2: Axial direction second side R: Radial direction
2:内燃機関
3:回転電機
3a:出力回転部材
4:自動変速機
7a:差動入力ギヤ(出力部材の1つのギヤ)
9:車輪
13:共通駆動ギヤ(駆動ギヤ)
21:第一被駆動ギヤ
22:第二被駆動ギヤ
31:第一出力ギヤ
32:第二出力ギヤ
41:第一変速機構
42:第二変速機構
51:第一係合装置
52:第二係合装置
53:第三係合装置
71:第一歯車機構
72:第二歯車機構
90:入力軸(入力部材)
91:出力部材
B1:第一ブレーキ(第一変速用係合装置)
B2:第二ブレーキ(第二変速用係合装置)
B3:第三ブレーキ(第一変速用係合装置)
B4:第四ブレーキ(第二変速用係合装置)
C3:第三クラッチ(第一変速用係合装置)
C4:第四クラッチ(第二変速用係合装置)
L:軸方向
L1:軸方向第一側
L2:軸方向第二側
R:径方向 1: Vehicle drive device (vehicle drive transmission device)
2: internal combustion engine 3: rotating
9: Wheel 13: Common drive gear (drive gear)
21: First driven gear 22: Second driven gear 31: First output gear 32: Second output gear 41: First transmission mechanism 42: Second transmission mechanism 51: First engagement device 52: Second engagement Joint device 53: third engagement device 71: first gear mechanism 72: second gear mechanism 90: input shaft (input member)
91: Output member B1: First brake (first shift engagement device)
B2: Second brake (second shift engagement device)
B3: Third brake (first shift engagement device)
B4: Fourth brake (second shift engagement device)
C3: Third clutch (first shift engagement device)
C4: Fourth clutch (second shift engagement device)
L: Axial direction L1: Axial direction first side L2: Axial direction second side R: Radial direction
Claims (16)
- 内燃機関に駆動連結される入力部材と、車輪に駆動連結される出力部材と、自動変速機と、を備えた車両用駆動伝達装置であって、
前記自動変速機は、前記入力部材の回転駆動力が伝達される駆動ギヤと、前記駆動ギヤに噛み合う第一被駆動ギヤと、前記駆動ギヤに噛み合う第二被駆動ギヤと、前記第一被駆動ギヤの回転を変速して、前記出力部材に噛み合う第一出力ギヤへ伝達する第一変速機構と、前記第二被駆動ギヤの回転を変速して、前記出力部材に噛み合う第二出力ギヤへ伝達する第二変速機構と、前記第一被駆動ギヤと前記第一変速機構とを連結又は連結解除する第一係合装置と、前記第二被駆動ギヤと前記第二変速機構とを連結又は連結解除する第二係合装置と、を備え、
前記駆動ギヤ、前記第一変速機構、及び前記第二変速機構は、互いに平行な3つの軸に分かれて配置され、
前記第一変速機構は、遊星歯車式であって、前記第一被駆動ギヤよりも軸方向の一方側である軸方向第一側に配置され、
前記第二変速機構は、遊星歯車式であって、前記第二被駆動ギヤよりも前記軸方向第一側に配置され、
前記第一出力ギヤが、前記第一変速機構よりも前記軸方向第一側とは反対側である軸方向第二側に配置され、
前記第二出力ギヤが、前記第二変速機構よりも前記軸方向第二側に配置されている車両用駆動伝達装置。 A vehicle drive transmission device comprising an input member drivingly connected to an internal combustion engine, an output member drivingly connected to a wheel, and an automatic transmission,
The automatic transmission includes a driving gear to which a rotational driving force of the input member is transmitted, a first driven gear that meshes with the driving gear, a second driven gear that meshes with the driving gear, and the first driven gear. A first speed change mechanism that shifts the rotation of the gear and transmits it to the first output gear that meshes with the output member, and a speed change of the rotation of the second driven gear that is transmitted to the second output gear that meshes with the output member A second transmission mechanism, a first engagement device that connects or disconnects the first driven gear and the first transmission mechanism, and a connection or connection between the second driven gear and the second transmission mechanism. A second engagement device for releasing,
The drive gear, the first speed change mechanism, and the second speed change mechanism are arranged separately on three parallel shafts,
The first speed change mechanism is a planetary gear type, and is disposed on the first axial side which is one side in the axial direction from the first driven gear,
The second speed change mechanism is a planetary gear type, and is disposed on the first axial side of the second driven gear,
The first output gear is disposed on an axial second side opposite to the axial first side than the first transmission mechanism;
The vehicle drive transmission device, wherein the second output gear is disposed closer to the second axial side than the second transmission mechanism. - 内燃機関に駆動連結される入力部材と、車輪に駆動連結される出力部材と、自動変速機と、を備えた車両用駆動伝達装置であって、
前記自動変速機は、前記入力部材の回転駆動力が伝達される駆動ギヤと、前記駆動ギヤに噛み合う第一被駆動ギヤと、前記駆動ギヤに噛み合う第二被駆動ギヤと、前記第一被駆動ギヤの回転を変速して、前記出力部材に噛み合う第一出力ギヤへ伝達する第一変速機構と、前記第二被駆動ギヤの回転を変速して、前記出力部材に噛み合う第二出力ギヤへ伝達する第二変速機構と、前記第一被駆動ギヤと前記第一変速機構とを連結又は連結解除する第一係合装置と、前記第二被駆動ギヤと前記第二変速機構とを連結又は連結解除する第二係合装置と、を備え、
前記駆動ギヤ、前記第一変速機構、及び前記第二変速機構は、互いに平行な3つの軸に分かれて配置され、
前記第一変速機構は、遊星歯車式であって、前記第一被駆動ギヤよりも軸方向の一方側である軸方向第一側に配置され、
前記第二変速機構は、遊星歯車式であって、前記第二被駆動ギヤよりも前記軸方向第一側に配置され、
前記第一出力ギヤ及び前記第二出力ギヤの双方が、前記出力部材の1つのギヤに噛み合っている車両用駆動伝達装置。 A vehicle drive transmission device comprising an input member drivingly connected to an internal combustion engine, an output member drivingly connected to a wheel, and an automatic transmission,
The automatic transmission includes a driving gear to which a rotational driving force of the input member is transmitted, a first driven gear that meshes with the driving gear, a second driven gear that meshes with the driving gear, and the first driven gear. A first speed change mechanism that shifts the rotation of the gear and transmits it to the first output gear that meshes with the output member, and a speed change of the rotation of the second driven gear that is transmitted to the second output gear that meshes with the output member A second transmission mechanism, a first engagement device that connects or disconnects the first driven gear and the first transmission mechanism, and a connection or connection between the second driven gear and the second transmission mechanism. A second engagement device for releasing,
The drive gear, the first speed change mechanism, and the second speed change mechanism are arranged separately on three parallel shafts,
The first speed change mechanism is a planetary gear type, and is disposed on the first axial side which is one side in the axial direction from the first driven gear,
The second speed change mechanism is a planetary gear type, and is disposed on the first axial side of the second driven gear,
A vehicle drive transmission device in which both the first output gear and the second output gear mesh with one gear of the output member. - 前記第一出力ギヤが、前記第一変速機構よりも前記軸方向第一側とは反対側である軸方向第二側に配置され、
前記第二出力ギヤが、前記第二変速機構よりも前記軸方向第二側に配置されている請求項2に記載の車両用駆動伝達装置。 The first output gear is disposed on an axial second side opposite to the axial first side than the first transmission mechanism;
The vehicle drive transmission device according to claim 2, wherein the second output gear is disposed on the second axial side with respect to the second transmission mechanism. - 回転電機を更に備え、
前記回転電機の出力回転部材は、前記第一係合装置及び前記第二係合装置を介することなく前記駆動ギヤに駆動連結されている請求項1から3のいずれか一項に記載の車両用駆動伝達装置。 A rotating electric machine,
4. The vehicle according to claim 1, wherein an output rotation member of the rotating electrical machine is drivingly connected to the drive gear without passing through the first engagement device and the second engagement device. 5. Drive transmission device. - 第三係合装置を更に備え、
前記第三係合装置は、前記入力部材と前記駆動ギヤとを連結又は連結解除し、
前記回転電機の前記出力回転部材は、前記第三係合装置を介することなく前記駆動ギヤに駆動連結されている請求項4に記載の車両用駆動伝達装置。 A third engagement device,
The third engagement device connects or disconnects the input member and the drive gear;
5. The vehicle drive transmission device according to claim 4, wherein the output rotation member of the rotating electrical machine is drivingly connected to the drive gear without the third engagement device. 6. - 前記第三係合装置は、前記駆動ギヤよりも前記軸方向第一側とは反対側である軸方向第二側に前記駆動ギヤと同軸に配置され、
前記第一出力ギヤ及び前記第二出力ギヤの双方が、前記駆動ギヤの径方向に見て前記第三係合装置と重複するように配置されている請求項5に記載の車両用駆動伝達装置。 The third engagement device is disposed coaxially with the drive gear on the second axial side which is opposite to the first axial side than the drive gear,
6. The vehicle drive transmission device according to claim 5, wherein both the first output gear and the second output gear are disposed so as to overlap the third engagement device when viewed in a radial direction of the drive gear. . - 回転電機を更に備え、
前記回転電機の出力回転部材は、前記駆動ギヤに駆動連結され、
前記回転電機の少なくとも一部が、前記回転電機の径方向に見て前記第一変速機構及び前記第二変速機構のそれぞれと重複する位置に配置され、
前記回転電機が、前記駆動ギヤよりも前記軸方向第一側であって、前記軸方向に見て前記駆動ギヤ又は前記駆動ギヤと一体回転する部材と重複するように配置されている請求項1から6のいずれか一項に記載の車両用駆動伝達装置。 A rotating electric machine,
The output rotating member of the rotating electrical machine is drivingly connected to the driving gear,
At least a part of the rotating electrical machine is disposed at a position overlapping with each of the first transmission mechanism and the second transmission mechanism as viewed in the radial direction of the rotating electrical machine,
2. The rotating electrical machine is disposed on the first axial side of the drive gear so as to overlap with the drive gear or a member that rotates integrally with the drive gear when viewed in the axial direction. The vehicle drive transmission device according to any one of claims 1 to 6. - 前記回転電機の前記出力回転部材が、前記駆動ギヤと噛み合い、又は、前記駆動ギヤと一体回転するように連結されている請求項4から7のいずれか一項に記載の車両用駆動伝達装置。 The vehicle drive transmission device according to any one of claims 4 to 7, wherein the output rotation member of the rotating electrical machine is coupled to mesh with the drive gear or to rotate integrally with the drive gear.
- 前記第二変速機構が、前記第一変速機構の径方向に見て前記第一変速機構と重複する位置に配置されている請求項1から8のいずれか一項に記載の車両用駆動伝達装置。 The vehicle drive transmission device according to any one of claims 1 to 8, wherein the second transmission mechanism is disposed at a position overlapping the first transmission mechanism as viewed in a radial direction of the first transmission mechanism. .
- 前記第二係合装置が、前記第一係合装置の径方向に見て前記第一係合装置と重複する位置に配置されている請求項1から9のいずれか一項に記載の車両用駆動伝達装置。 10. The vehicle according to claim 1, wherein the second engagement device is disposed at a position overlapping the first engagement device when viewed in a radial direction of the first engagement device. Drive transmission device.
- 前記第一変速機構を構成する遊星歯車機構の前記軸方向に並ぶ数と、前記第二変速機構を構成する遊星歯車機構の前記軸方向に並ぶ数とが、同じである請求項1から10のいずれか一項に記載の車両用駆動伝達装置。 11. The number of planetary gear mechanisms that constitute the first transmission mechanism arranged in the axial direction is the same as the number of planetary gear mechanisms that constitute the second transmission mechanism in the axial direction. The drive transmission apparatus for vehicles as described in any one.
- 前記第一変速機構は、遊星歯車機構を用いて構成される第一歯車機構と、前記第一歯車機構よりも前記軸方向第一側に配置されて前記第一歯車機構の差動状態を制御する第一変速用係合装置と、を備え、
前記第二変速機構は、遊星歯車機構を用いて構成される第二歯車機構と、前記第二歯車機構よりも前記軸方向第一側に配置されて前記第二歯車機構の差動状態を制御する第二変速用係合装置と、を備え、
前記第一変速用係合装置が、前記第二変速機構の径方向に見て前記第二変速用係合装置と重複する位置に配置されている請求項1から11のいずれか一項に記載の車両用駆動伝達装置。 The first transmission mechanism is a first gear mechanism configured using a planetary gear mechanism, and is disposed closer to the first axial direction than the first gear mechanism to control a differential state of the first gear mechanism. An engagement device for first speed change,
The second speed change mechanism is disposed on the first axial side of the second gear mechanism with respect to the second gear mechanism configured using a planetary gear mechanism, and controls the differential state of the second gear mechanism. An engagement device for second speed change,
The first shift engagement device is disposed at a position overlapping the second shift engagement device when viewed in the radial direction of the second transmission mechanism. Vehicle drive transmission device. - 前記駆動ギヤよりも前記軸方向第一側に、変速比を変更可能な平行軸歯車式の変速機構が設けられていない請求項1から12のいずれか一項に記載の車両用駆動伝達装置。 The vehicle drive transmission device according to any one of claims 1 to 12, wherein a parallel shaft gear type transmission mechanism capable of changing a transmission gear ratio is not provided on the first axial side of the drive gear.
- 前記第一変速機構により実現される最小の変速比及び前記第二変速機構により実現される最小の変速比の双方が、1であり、
前記駆動ギヤと前記第一変速機構との間の変速比を第一変速比とし、前記駆動ギヤと前記第二変速機構との間の変速比を第二変速比とし、前記第一変速機構と前記出力部材との間の変速比を第三変速比とし、前記第二変速機構と前記出力部材との間の変速比を第四変速比として、前記第一変速比と前記第三変速比との積と、前記第二変速比と前記第四変速比との積とが、互いに異なる値となる請求項1から13のいずれか一項に記載の車両用駆動伝達装置。 Both the minimum transmission ratio realized by the first transmission mechanism and the minimum transmission ratio realized by the second transmission mechanism are 1.
The transmission ratio between the drive gear and the first transmission mechanism is a first transmission ratio, the transmission ratio between the drive gear and the second transmission mechanism is a second transmission ratio, and the first transmission mechanism The gear ratio between the output member and the output gear is the third gear ratio, and the gear ratio between the second transmission mechanism and the output member is the fourth gear ratio, and the first gear ratio and the third gear ratio. The vehicle drive transmission device according to any one of claims 1 to 13, wherein a product of the second gear ratio and a product of the second gear ratio and the fourth gear ratio are different from each other. - 前記第一変速機構と前記出力部材との間の変速比を第三変速比とし、前記第二変速機構と前記出力部材との間の変速比を第四変速比として、前記第三変速比と前記第四変速比とが同じ値である請求項1から14のいずれか一項に記載の車両用駆動伝達装置。 The transmission ratio between the first transmission mechanism and the output member is a third transmission ratio, and the transmission ratio between the second transmission mechanism and the output member is a fourth transmission ratio. The vehicle drive transmission device according to any one of claims 1 to 14, wherein the fourth gear ratio has the same value.
- 前記第一係合装置及び前記第二係合装置の双方が、摩擦係合装置である請求項1から15のいずれか一項に記載の車両用駆動伝達装置。 The vehicle drive transmission device according to any one of claims 1 to 15, wherein both the first engagement device and the second engagement device are friction engagement devices.
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