WO2018079843A1 - Appareil de boîte de vitesses d'entraînement de véhicule - Google Patents

Appareil de boîte de vitesses d'entraînement de véhicule Download PDF

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Publication number
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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PCT/JP2017/039370
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English (en)
Japanese (ja)
Inventor
三治広明
服部中庸
鈴木智晴
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アイシン・エィ・ダブリュ株式会社
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Publication of WO2018079843A1 publication Critical patent/WO2018079843A1/fr

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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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—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
    • 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
    • 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
    • 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.

Landscapes

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

Abstract

L'invention concerne une boîte de vitesses automatique (4) dotée de : une roue menante (13) à laquelle une force d'entraînement rotative d'un élément d'entrée (90) est transmise ; une première roue menée (21) s'engrenant avec la roue menante (13) ; une seconde roue menée (22) s'engrenant avec la roue menante (13) ; un premier mécanisme de boîte de vitesses (41) ; un second mécanisme de boîte de vitesses (42) ; un premier dispositif de mise en prise (51) ; et un second dispositif de mise en prise (52). La roue menante (13), le premier mécanisme de boîte de vitesses (41) et le second mécanisme de boîte de vitesses (42) sont agencés séparément sur trois axes (A1, A2, A3) parallèles l'un à l'autre. Le premier mécanisme de boîte de vitesses (41) est d'un type à engrenage planétaire et est disposé sur un premier côté (L1) de la première roue menée (21) dans une direction axiale. Le second mécanisme de boîte de vitesses (42) est d'un type à engrenage planétaire et est disposé sur le premier côté (L1) de la seconde roue menée (22) dans la direction axiale.
PCT/JP2017/039370 2016-10-31 2017-10-31 Appareil de boîte de vitesses d'entraînement de véhicule WO2018079843A1 (fr)

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JP2016213728 2016-10-31
JP2016-213728 2016-10-31

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PCT/JP2017/039371 WO2018079844A1 (fr) 2016-10-31 2017-10-31 Dispositif de boîte de vitesses d'entraînement pour véhicule

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WO2022138072A1 (fr) * 2020-12-25 2022-06-30 株式会社アイシン Dispositif d'entraînement pour véhicule
WO2024166899A1 (fr) * 2023-02-08 2024-08-15 株式会社アイシン Transmission de véhicule

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JP2005180665A (ja) * 2003-12-24 2005-07-07 Kyowa Metal Work Co Ltd 多段変速遊星歯車列
JP2008143443A (ja) * 2006-12-13 2008-06-26 Mazda Motor Corp 変速機及びその変速機を備えた車両用駆動装置
JP2014066265A (ja) * 2012-09-25 2014-04-17 Aisin Ai Co Ltd 変速機
JP2014218136A (ja) * 2013-05-07 2014-11-20 本田技研工業株式会社 自動変速装置

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022138072A1 (fr) * 2020-12-25 2022-06-30 株式会社アイシン Dispositif d'entraînement pour véhicule
JPWO2022138072A1 (fr) * 2020-12-25 2022-06-30
JP7533630B2 (ja) 2020-12-25 2024-08-14 株式会社アイシン 車両用駆動装置
WO2024166899A1 (fr) * 2023-02-08 2024-08-15 株式会社アイシン Transmission de véhicule

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