Unit

Abstract

In a unit internally provided with a power transmission mechanism, the inter-stage ratio during gear shifting is reduced. The unit has: an input member; an output member; and a gear device in which a first rotation part, a second rotation part, a third rotation part, and a fourth rotation part are arranged side by side in this order on a speed diagram. The input part can be connected with the first rotating part and can be connected with the second rotating part, the output part is connected with the third rotating part, and the fourth rotating part can be switched between a rotating state and a non-rotating state. The gear device is provided with a first planetary gear mechanism and a second planetary gear mechanism, the first rotating part is formed by a first rotating component, the second rotating part is formed by combining a second rotating component and a sixth rotating component, and the third rotating part is formed by a fifth rotating component. The fourth rotating part is formed by combining the third rotating component and the fourth rotating component.

Description

Technical Field

[0001] The present invention relates to a unit having a power transmission mechanism therein. Background Art

[0002] Patent Document 1 discloses a two-speed forward automatic transmission unit for electric vehicles. In this unit, by switching the engagement states of two friction clutches, a first speed and a second speed with a smaller speed ratio (=input rotation speed / output rotation speed) than the first speed can be realized.

[0003] Patent Documents 2 to 4 also disclose similar units.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent document 1: German Patent Application Publication No. 102019116360

[0007] Patent document 2: German Patent Application Publication No. 102019119951

[0008] Patent Document 3: Chinese Patent No. 106195194

[0009] Patent Document 4: Chinese Utility Model Specification No. 206000959 Summary of the invention

[0010] Technical problem to be solved by the invention

[0011] In an automatic transmission unit for electric vehicles with two forward gears, the larger the speed ratio of the first gear, the higher the torque amplification effect caused by deceleration. Therefore, the larger the speed ratio of the first gear, the smaller the maximum torque of the motor, and the smaller the motor can be selected. On the other hand, the smaller the speed ratio of the second gear, the lower the rotation speed of the motor when achieving a certain vehicle speed, which is beneficial for high-speed cruising.

[0012] However, when the speed ratios of the first gear and the second gear are set separately based on the above design concept, the inter-stage ratio when switching between the first gear and the second gear (= first gear speed ratio / second gear speed ratio) increases, and the speed change shock increases.

[0013] The present invention has been made in view of the above-mentioned technical problems, and an object of the present invention is to reduce the step ratio during speed change in a unit having a power transmission mechanism therein.

[0014] Technical solutions for solving technical problems

[0015] According to one aspect of the present invention, there is provided a unit having:

[0016] Input components;

[0017] Output components;

[0018] A gear device, which has a first rotating part, a second rotating part, a third rotating part and a fourth rotating part arranged in sequence on a speed line diagram;

[0019] The input member is connectable to the first rotating part and is connectable to the second rotating part.

[0020] The output member is connected to the third rotating part,

[0021] The fourth rotating part can switch between a rotating state and a non-rotating state.

[0022] The gear device has:

[0023] A first planetary gear mechanism comprising: a first rotating member, a second rotating member, and a third rotating member, wherein the second rotating member is disposed between the first rotating member and the third rotating member on a velocity line diagram;

[0024] A second planetary gear mechanism comprising: a fourth rotating member, a fifth rotating member, and a sixth rotating member, wherein the fifth rotating member is arranged between the fourth rotating member and the sixth rotating member on a velocity line diagram;

[0025] The first rotating part is composed of the first rotating member,

[0026] The second rotating portion is formed by combining the second rotating member and the sixth rotating member.

[0027] The third rotating part is composed of the fifth rotating part,

[0028] The fourth rotating portion is formed by combining the third rotating member and the fourth rotating member.

[0029] Effects of the Invention

[0030] According to the above-mentioned mode, three speed stages can be realized by switching the connection object of the input member (either one or both of the first rotating part and the second rotating part) and the rotation state of the fourth rotating part. Since the inter-stage ratio is reduced, an appropriate speed ratio can be set according to the speed range. In addition, since the speed ratio is 1 in the third gear, the power transmission loss caused by the rotation difference between the rotating parts can be reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 is a block diagram of units of an embodiment of the present invention.

[0032] Figure 2 This is an engagement table showing the engagement state of each engagement member at each speed stage.

[0033] Figure 3 It is the velocity line diagram of the unit. DETAILED DESCRIPTION

[0034] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. It should be noted that the terms used in this specification are defined as follows.

[0035] The term "unit" refers to a device as a whole that has a power transmission mechanism such as a gear mechanism or a differential gear mechanism inside, and includes a motor unit having a motor and a power transmission mechanism, an automatic transmission unit, a speed reducer unit, and the like.

[0036] The “speed ratio” is the value obtained by dividing the input rotational speed of the unit by the output rotational speed. The “input rotation” includes not only the rotation input to the unit from a power source outside the unit but also the rotation input to the unit from a power source inside the unit.

[0037] The “step ratio” is a value obtained by dividing the larger speed ratio (for low speed) by the smaller speed ratio (for high speed) of two speed ratios realized in the unit.

[0038] “Axial direction” refers to the axial direction of the rotating shaft of an accessory constituting a unit. The accessory is a motor, a gear mechanism, a differential gear mechanism, etc. “Radial direction” refers to the radial direction from the central axis of the rotating shaft.

[0039] The "housing" refers to a housing that contains the motor, inverter, and power transmission mechanism, and is composed of one or more housings. The method of integrally forming a housing that contains the motor, the inverter, and the power transmission mechanism is called "three-in-one".

[0040] The term "motor" refers to a rotating electrical machine having a motor function, and may have a generator function in addition to the motor function.

[0041] “Component A is connected to component B” means that component A is connected to component B upstream or downstream in a manner that power can be transmitted between component A and component B. The input side of power is upstream, and the output side of power is downstream. The method of connecting component A to component B directly or via other components is not limited, and the connection may be via a clutch or the like.

[0042] “Part A and part B are connected” refers to a state where parts A and B are connected directly or indirectly via other parts, so that parts A and B are integrated. In other words, it can also be said that parts A and B rotate integrally. In addition, it refers to a state where parts A and B are connected without a brake or a clutch, and it can also be said that parts A and B are always connected.

[0043] “Component A is fixed to component B” includes two types: component A is directly fixed to component B, and component A is fixed to component B via another component C other than components A and B. “Component A is fixed” means that component A is fixed to another component and cannot rotate.

[0044] “Component A and component B overlap in a predetermined direction” means that component A and component B are arranged side by side in a predetermined direction (axial direction, radial direction, gravity direction, etc.), and when viewed from the predetermined direction, component A and component B at least partially overlap. This is the same as “component A and component B overlap in a predetermined direction”. When component A and component B overlap in an axial direction, component A and component B are coaxial. When component A and component B are drawn side by side in a predetermined direction in a drawing, component A and component B overlap in a predetermined direction.

[0045] On the other hand, “Parts A and B do not overlap in a predetermined direction” means that parts A and B are not arranged side by side in a predetermined direction (axial direction, radial direction, gravity direction, vehicle travel direction, etc.), and there is no overlapping portion between parts A and B when viewed from a predetermined direction. This is the same as “Parts A and B do not overlap in a predetermined direction”. In the drawings, when parts A and B are not drawn side by side in a predetermined direction, it means that parts A and B do not overlap in a predetermined direction.

[0046] “Component A is arranged between component B and component C in a predetermined direction” means that component A is observed to be between component B and component C when observed from a predetermined direction (axial direction, radial direction, gravity direction, etc.). For example, when component B, component A, and component C are sequentially arranged side by side in the axial direction, component A is observed to be between component B and component C in a radial perspective, so it can be said that component A is located between component B and component C. Component A does not need to overlap with components B and C in an axial perspective. The case where component A is drawn between component B and component C in a drawing means that component A is located between component B and component C in a predetermined direction.

[0047] “Component A is arranged on the axial outside of component B” means that component A is arranged on one axial side or the other axial side of component B. In addition to the case where component A and component B overlap in the axial perspective, it also includes the case where component A and component B have different radial positions and component A and component B do not overlap.

[0048] “Component A is arranged radially outside (or inside) component B” means that the radial position of component A is closer to the outside (or inside) than the radial position of component B. In addition to the case where component A and component B overlap in a radial perspective, it also includes the case where component A and component B have different axial positions and component A and component B do not overlap.

[0049] "Closely arranged" means that two components overlap each other in an axial or radial perspective, and no other components are inserted between the two components. For example, "two engaging components are closely arranged" means that no planetary gear mechanism is arranged between the two engaging components. In the drawings, the situation where no other components are drawn between component A and component B means that component A and component B are closely arranged.

[0050] “One side of the engaging component” and “the other side of the engaging component” refer to two components included in the engaging component that cannot rotate relative to each other when the engaging component is in the engaged state and can rotate relative to each other when the engaging component is in the released state. “One side of the engaging component” and “the other side of the engaging component” can be a combination of rotating components, or a combination of a rotating component and a non-rotating component. Usually, the former is called a clutch, and the latter is called a brake. In addition, “one side of the engaging component” refers to any one of “one side of the engaging component” and “the other side of the engaging component”.

[0051] Other terms are defined as appropriate in the main text of the specification.

[0052] Figure 1 1 is a block diagram showing the basic structure of a unit 100 according to an embodiment of the present invention. The unit 100 is a three-speed forward automatic transmission unit for electric vehicles that changes the speed of the rotation input from the motor (not shown) as a power source to the input component IN at a speed ratio corresponding to the speed change stage, and transmits it from the output component OUT to the drive wheel (not shown). The input component IN and the output component OUT are each composed of gears, a rotating shaft, etc. Since the motor can switch between forward rotation and reverse rotation, the unit 100 does not have a reverse stage, and the design concept is significantly different from that of a vehicle unit using an internal combustion engine as a power source.

[0053] The unit 100 is a so-called three-in-one unit that accommodates an input member IN, a gear device 2, first to third engagement members CL1, CL2, B1, an output member OUT, a motor and an inverter (not shown) in a housing 1. The housing 1 is fixed to the vehicle in a non-rotatable manner.

[0054] One end of the input component IN is connected to the output shaft of the motor, and the input component IN rotates using the power input from the motor. The rotation speed of the input component IN is the input rotation speed of the unit 100. The motor is used as an electric motor, and is electrically connected to a battery (not shown) outside the unit 100 via an inverter to receive power supply from the battery. In addition, the motor can also be used as a generator.

[0055] The gear device 2 is configured by arranging the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 close to each other and coupling their rotating elements at two locations.

[0056] The first planetary gear mechanism PG1 is a double pinion planetary gear mechanism having a first sun gear S1 as a first rotating component, a first inner ring gear R1 as a second rotating component, a plurality of inner pinion gears (not shown), a plurality of outer pinion gears (not shown) meshing with the plurality of inner pinion gears, and a first planet carrier C1 as a third rotating component rotatably supporting the plurality of inner pinion gears and the plurality of outer pinion gears. The first sun gear S1 meshes with the plurality of inner pinion gears, and the first inner ring gear R1 meshes with the plurality of outer pinion gears.

[0057] The second planetary gear mechanism PG2 is a single pinion planetary gear mechanism having a second sun gear S2 as a fourth rotating member, a plurality of second pinion gears (not shown), a second planet carrier C2 as a fifth rotating member rotatably supporting the plurality of second pinion gears, and a second internal ring gear R2 as a sixth rotating member. The second sun gear S2 meshes with the plurality of second pinion gears, and the plurality of second pinion gears mesh with the second internal ring gear R2.

[0058] D and S in parentheses next to reference numerals PG1 and PG2 in the drawings indicate that the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 are a double pinion planetary gear mechanism and a single pinion planetary gear mechanism, respectively.

[0059] The first planetary carrier C1 is combined with the second sun gear S2. The first inner ring gear R1 is combined with the second inner ring gear R2. By combining the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 at two locations, the first rotating part P1 is composed of the first sun gear S1, the second rotating part P2 is composed of the first inner ring gear R1 and the second inner ring gear R2, the third rotating part P3 is composed of the second planetary carrier C2, and the fourth rotating part P4 is composed of the first planetary carrier C1 and the second sun gear S2.

[0060] The rotation speed of the output component OUT is the output rotation speed of the unit 100 .

[0061] The first engaging member CL1 is a hydraulic or electric clutch. When the two parts of the first engaging member CL1 to be engaged are used as one side and the other side during the engagement state of the first engaging member CL1, one side is connected to the input member IN, and the other side is connected to the second rotating part P2 composed of the first inner gear ring R1 and the second inner gear ring R2. Therefore, as long as the first engaging member CL1 is engaged, the input member IN can be connected to the second rotating part P2 composed of the first inner gear ring R1 and the second inner gear ring R2.

[0062] The second engaging part CL2 is a hydraulic or electric clutch. When the two parts of the second engaging part CL2 to be engaged are used as one side and the other side during the engagement state of the second engaging part CL2, one side is connected to the input part IN, and the other side is connected to the first rotating part P1 formed by the first sun gear S1. Therefore, as long as the second engaging part CL2 is engaged, the input part IN can be connected to the first rotating part P1 formed by the first sun gear S1.

[0063] Since one side of the first engaging part CL1 and one side of the second engaging part CL2 are connected to the input part IN and rotate integrally, they can be shared, that is, configured as an integrated accessory. For example, when the first engaging part CL1 and the second engaging part CL2 are respectively configured by a multi-plate clutch with a plurality of friction plates arranged between a drum and a wheel hub, by forming the wheel hub of the other side on the outer periphery of one drum, it is possible to configure an integrated accessory. Thus, the number of accessories of the unit 100 can be reduced.

[0064] The third engaging member B1 is a hydraulic or electric brake. When the two parts of the engaged third engaging member B1 are used as one side and the other side during the engagement state of the third engaging member B1, one side is connected to the fourth rotating part P4 composed of the first planetary carrier C1 and the second sun gear S2, and the other side is fixed to the housing 1. Therefore, as long as the third engaging member B1 is engaged, the fourth rotating part P4 composed of the first planetary carrier C1 and the second sun gear S2 can be fixed to the housing 1.

[0065] As the actuators of the first engaging member CL1 and the third engaging member B1, in addition to the actuators that are not easily restricted by the layout (such as the hydraulic actuators that supply hydraulic pressure from the control valve unit), the actuators that are easily restricted by the layout (such as the electric actuators that are fixed to the housing 1 etc. by the relationship of the reaction force and need to be connected to the power line, or the hydraulic actuators that are installed in the housing 1 etc. and need to be connected to the hydraulic supply unit by piping) can also be used. On the other hand, since the second engaging member CL2 is arranged on the inner peripheral side of the first engaging member CL1, it is preferable to use the actuators that are not easily restricted by the layout as the actuators of the second engaging member CL2.

[0066] The third engaging member B1 may also be constituted by a selectable one-way clutch. The selectable one-way clutch is constituted by a pair of ratchet mechanisms that can switch the operating state by an electric actuator and limit the rotation in different directions. When only one of the pair of ratchet mechanisms is operated, it is in the one-way clutch state, and when both of the pair of ratchet mechanisms are operated, it is a clutch in the engaged state.

[0067] By having the first to third engaging members CL1, CL2, and B1, the input member IN can be selectively connected to the first rotating portion P1 formed by the first sun gear S1 or the second rotating portion P2 formed by the first internal gear ring R1 and the second internal gear ring R2 by engaging one of the first engaging member CL1 and the second engaging member CL2 and releasing the other. In addition, by engaging both the first engaging member CL1 and the second engaging member CL2, the input member IN can be connected to the first rotating portion P1 and the second rotating portion P2.

[0068] Furthermore, by changing the engagement state of the third engagement member B1, the fourth rotation portion P4 formed by the first carrier C1 and the second sun gear S2 can be switched between a rotating state and a non-rotating state.

[0069] In addition, in a radial perspective, the first to third engaging components CL1, CL2, and B1 are arranged on the axially outer side of the gear device 2. Since no engaging component is arranged between the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2, the layout freedom of the first to third engaging components CL1, CL2, and B1 is increased, and the axial dimension of the unit 100 can be reduced.

[0070] In addition, in the axial view, the first to third engagement members CL1, CL2, and B1 can be overlapped with the gear device 2. When the above members are overlapped, the radial dimension of the unit 100 can be reduced.

[0071] Figure 2: is an engagement table showing the relationship between the engagement states of the first to third engagement members CL1, CL2, and B1 and the speed stages realized in the unit 100. In the table, a black circle indicates an engaged state, and a blank indicates a released state.

[0072] As shown in the engagement table, the first gear is achieved by engaging the second engagement member CL2 and the third engagement member B1, and releasing the first engagement member CL1. The second gear is achieved by engaging the first engagement member CL1 and the third engagement member B1, and releasing the second engagement member CL2. The third gear is achieved by engaging the first engagement member CL1 and the second engagement member CL2, and releasing the third engagement member B1.

[0073] Any speed change stage is achieved by engaging two engagement parts among the first to third engagement parts CL1, CL2, and B1, and only one engagement part is released. In the case where the released engagement parts, such as a multi-plate clutch, are in a released state and the parts that generate relative rotation are in contact with each other and generate traction torque, the fewer the number of engagement parts that are released in the process of achieving the speed change stage, the less mechanical loss can be reduced. In the present embodiment, since only one engagement part is released in any speed change stage, even when an engagement part that generates traction torque is used as the first to third engagement parts CL1, CL2, and B1, mechanical loss can be suppressed, thereby improving the power consumption rate (electricity bill) of the vehicle equipped with the unit 100.

[0074] in addition, Figure 3 : is a velocity diagram of the unit 100. On the velocity diagram, the first to fourth rotational positions P1 to P4 are arranged in sequence, and each rotational position corresponds to the vertical lines l1 to l4.

[0075] Since the first planetary gear mechanism PG1 is a double pinion planetary gear mechanism, the first ring gear R1 is disposed between the first sun gear S1 and the first carrier C1. Since the second planetary gear mechanism PG2 is a single pinion planetary gear mechanism, the second carrier C2 is disposed between the second sun gear S2 and the second ring gear R2.

[0076] When the first engagement member CL1 is engaged and the second engagement member CL2 is released, the input member IN is connected to the second rotational portion P2, and thus the vertical line l2 corresponds to the input member IN. Conversely, when the first engagement member CL1 is released and the second engagement member CL2 is engaged, the input member IN is connected to the first rotational portion P1, and thus the vertical line l1 corresponds to the input member IN.

[0077] Since the output member OUT is connected to the third rotation point P3, the vertical line l3 corresponds to the output member OUT.

[0078] When the interval between the longitudinal line l1 and the longitudinal line l4 is set to 1, the interval α1 between the longitudinal line l4 and the longitudinal line l2 is the value obtained by dividing the number of teeth of the first sun gear S1 by the number of teeth of the first inner gear ring R1. In addition, when the interval between the longitudinal line l4 and the longitudinal line l3 is set to 1, the interval α2 between the longitudinal line l3 and the longitudinal line l2 is the value obtained by dividing the number of teeth of the second sun gear S2 by the number of teeth of the second inner gear ring R2.

[0079] The speed diagram includes straight lines L1 to L3 corresponding to the respective speed stages. The rotation speed of each rotational portion P1 to P4 at each speed stage is represented by the ordinate of the intersection of the straight lines L1 to L3 corresponding to the respective speed stages and the ordinates l1 to l4.

[0080] In the first gear, the second engagement member CL2 and the third engagement member B1 are engaged, and the first engagement member CL1 is released. As a result, the rotation speed of the input member IN is the same as that of the first rotational portion P1, and the rotation speed of the fourth rotational portion P4 is zero, so that the straight line L1 corresponding to the first gear is a straight line passing through the point X3 and the point X2. The rotation speed of the output member OUT is the ordinate r1 of the intersection of the straight line L1 and the longitudinal line l3. Therefore, when the rotation speed of the input member IN is rin, the speed ratio of the first gear is rin / r1.

[0081] In the second gear, the first engagement member CL1 and the third engagement member B1 are engaged, and the second engagement member CL2 is released. As a result, the rotation speeds of the input member IN and the second rotational portion P2 are the same, and the rotation speed of the fourth rotational portion P4 is zero, so that the straight line L2 corresponding to the second gear is a straight line passing through the points X1 and X2, and having a greater inclination than the straight line L1. The rotation speed of the output member OUT is the ordinate of the intersection of the straight line L2 and the longitudinal line l3, i.e., r2. Therefore, when the rotation speed of the input member IN is rin, the speed ratio of the second gear is rin / r2. Since r2 is greater than r1, the speed ratio of the second gear is smaller than the speed ratio of the first gear.

[0082] In the third gear, the first engagement member CL1 and the second engagement member CL2 are engaged, and the third engagement member B1 is released. As a result, the rotation speeds of the input member IN, the first to fourth rotational portions P1 to P4, and the output member OUT are the same, so that the straight line L3 corresponding to the third gear is a straight line passing through the point X3 and the point X1, and the inclination is zero. Since the rotation speeds of the input member IN and the output member OUT are the same, the speed ratio of the third gear is 1, which is smaller than the speed ratios of the first gear and the second gear.

[0083] Therefore, since three speed stages can be realized in the unit 100, the step ratio is reduced compared with the unit with two-speed forward movement, and the shock during the speed change can be suppressed to be smaller than that of the unit with two-speed forward movement. In addition, since the first to third gears can be used for low speed, medium speed, and high speed, respectively, an appropriate speed ratio can be set according to the speed range.

[0084] In addition, the speed ratio is 1 in the third gear. That is, since all the rotating parts P1 to P4 constituting the gear device 2 rotate at the same rotation speed, the power transmission loss caused by the rotation difference between the rotating parts can be reduced. Since the third gear for high-speed cruising is used frequently, by achieving a speed ratio of 1 in the third gear, a high power consumption rate improvement effect can be obtained.

[0085] Next, the effects of the embodiment of the present invention will be described.

[0086] (1) Figure 1 In the example shown,

[0087] The unit 100 has:

[0088] Input component IN;

[0089] Output component OUT;

[0090] The gear device 2 has a first rotating part P1, a second rotating part P2, a third rotating part P3 and a fourth rotating part P4 arranged in sequence on the speed line diagram ( Figure 3 ).

[0091] The input member IN can be connected to the first rotation part P1 and can be connected to the second rotation part P2.

[0092] The output component OUT is connected to the third rotating part P3.

[0093] The fourth rotating portion P4 can switch between a rotating state and a non-rotating state.

[0094] Gear unit 2 has:

[0095] The double pinion first planetary gear mechanism PG1 comprises: a first sun gear S1, a first inner ring gear R1, and a first planet carrier C1. On the speed line diagram, the first inner ring gear R1 is arranged between the first sun gear S1 and the first planet carrier C1 ( Figure 3 );

[0096] The single pinion second planetary gear mechanism PG2 comprises: a second sun gear S2, a second planet carrier C2, and a second inner ring gear R2. On the speed line diagram, the second planet carrier C2 is arranged between the second sun gear S2 and the second inner ring gear R2 ( Figure 3 ).

[0097] The first rotating part P1 is composed of the first sun gear S1.

[0098] The second rotating portion P2 is formed by combining the first inner ring gear R1 and the second inner ring gear R2.

[0099] The third rotating part P3 is formed by the second planet carrier C2.

[0100] The fourth rotating portion P4 is formed by combining the first carrier C1 and the second sun gear S2.

[0101] exist Figure 1 In the example shown, three speed stages can be realized by switching the connection object of the input member IN (either one or both of the first rotational portion P1 and the second rotational portion P2) and the rotational state of the fourth rotational portion P4. Since the inter-stage ratio is reduced, an appropriate speed ratio can be set according to the speed range. In addition, since the speed ratio is 1 in the third gear, the power transmission loss caused by the rotation difference between the rotational portions can be reduced.

[0102] (2) The connection destination of the input member IN and the switching of the rotation state of the fourth rotation portion P4 can be realized by the first to third engagement members CL1, CL2, and B1.

[0103] exist Figure 1 In the example shown,

[0104] The unit 100 has:

[0105] A first engaging member CL1;

[0106] A second engaging member CL2;

[0107] A third engaging member B1;

[0108] One side of the first engagement member CL1 is connected to the input member IN.

[0109] The other side of the first engagement member CL1 is connected to the second rotational portion P2.

[0110] One side of the second engagement member CL2 is connected to the input member IN.

[0111] The other side of the second engagement member CL2 is connected to the first rotation portion P1.

[0112] One side of the third engaging member B1 is connected to the fourth rotating portion P4.

[0113] The other side of the third engagement member B1 is fixed.

[0114] According to this structure, in the axial view, the first to third engagement members CL1, CL2, and B1 can be overlapped with the gear device 2. When the above members are overlapped, the radial dimension of the unit 100 can be reduced.

[0115] (3) Figure 1 In the example shown, the first to third engagement members CL1, CL2, B1 are respectively arranged axially outside the gear device 2. This increases the degree of freedom in layout of the first to third engagement members CL1, CL2, B1 and reduces the axial dimension of the unit 100.

[0116] (4) Figure 1 In the example shown, three speed stages ( Figure 2 Since only one engagement member is released in any gear stage, even when engagement members that generate traction torque are used as the first to third engagement members CL1, CL2, and B1, mechanical loss can be suppressed and the power consumption rate of the vehicle equipped with the unit 100 can be improved.

[0117] (5) Figure 1 In the example shown, one side of the first engagement member CL1 and one side of the second engagement member CL2 may be formed by an integrated component. This can reduce the number of components of the unit 100.

[0118] Although the embodiments of the present invention have been described above, the above embodiments are merely application examples of the present invention and are not intended to limit the technical scope of the present invention to the specific structures of the above embodiments.

[0119] Figure 1 The block diagram shown is a part of an application example of the present invention, and the block diagram of the unit to which the present invention is applied is not limited thereto.

[0120] In addition, as the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2, either a single pinion planetary gear mechanism or a double pinion planetary gear mechanism may be used.

[0121] Description of Reference Numerals

[0122] 1 housing; 2 gear device; 100 units; CL1 first engaging component; CL2 second engaging component; B1 third engaging component; S1 first sun gear; S2 second sun gear; C1 first planetary carrier; C2 second planetary carrier; R1 first internal ring gear; R2 second internal ring gear; P1 first rotating part; P2 second rotating part; P3 third rotating part; P4 fourth rotating part; IN input component; OUT output component; PG1 first planetary gear mechanism; PG2 second planetary gear mechanism.

Claims

1. A unit, characterized in that have: Input components; Output components; A gear device, which has a first rotating part, a second rotating part, a third rotating part and a fourth rotating part arranged in parallel in sequence on a speed line diagram; The input member is connectable to the first rotating part and is connectable to the second rotating part. The output member is connected to the third rotating part, The fourth rotating part can switch between a rotating state and a non-rotating state. The gear device has: A first planetary gear mechanism comprising: a first rotating member, a second rotating member, and a third rotating member, wherein the second rotating member is disposed between the first rotating member and the third rotating member on a velocity line diagram; A second planetary gear mechanism comprising: a fourth rotating member, a fifth rotating member, and a sixth rotating member, wherein the fifth rotating member is arranged between the fourth rotating member and the sixth rotating member on a velocity line diagram; The first rotating part is composed of the first rotating member, The second rotating portion is formed by combining the second rotating member and the sixth rotating member. The third rotating part is composed of the fifth rotating part, The fourth rotating portion is formed by combining the third rotating member and the fourth rotating member.

2. The unit according to claim 1, characterized in that have: a first engaging member; a second engaging member; a third engaging member; One side of the first engaging member is connected to the input member. The other side of the first engaging member is connected to the second rotating portion. One side of the second engagement member is connected to the input member. The other side of the second engaging member is connected to the first rotating portion. One side of the third engaging member is connected to the fourth rotating portion. The other side of the third engagement member is fixed.

3. The unit according to claim 2, characterized in that The first to third engagement members are respectively arranged on the axially outer side of the gear device.

4. The unit according to claim 2, characterized in that Three speed stages are realized by changing the two members that are engaged among the first to third engaging members.

5. The unit according to claim 2, characterized in that The one side of the first engaging member and the one side of the second engaging member are formed by an integrated fitting.

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