Unit

Abstract

[Problem] To reduce the step ratio during gear shifting in a unit having a power transmission mechanism therein. [Solution] The unit comprises: an input element; an output element; 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 in this order on a velocity diagram. The input element is connectable to the first rotation part and connectable to the second rotation part. The output element is connected to the third rotation part. The fourth rotation part can switch between a rotation state and a non-rotation state. The gear device comprises a first epicyclic gear mechanism and a second epicyclic gear mechanism. The first rotation part is configured by coupling a first rotation element and a sixth rotation element. The second rotation part is configured by a fifth rotation element. The third rotation part is configured by a second rotation element. The fourth rotation part is configured by coupling a third rotation element and a fourth rotation element.

Description

Technical Field

[0001] The present invention relates to a unit having a power transmission mechanism inside.

Background Art

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

[0003] Similar units are also disclosed in Patent Documents 2 to 4.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Patent Document 2

Patent Document 3

Patent Document 4

Summary of the Invention

Problems to be Solved by the Invention

[0005] In an automatic transmission unit for an electric vehicle with two forward speeds, the larger the gear ratio of the first speed, the higher the torque amplification effect due to deceleration. Therefore, the larger the gear ratio of the first speed, the smaller the maximum torque of the motor can be, and a motor with a smaller size can be selected. On the other hand, the smaller the gear ratio of the second speed, the lower the rotational speed of the motor when realizing a certain vehicle speed, which is advantageous during high-speed cruising.

[0006] However, when setting the gear ratios for the first speed and the second speed based on the above design concept, the step ratio (= first speed gear ratio / second speed gear ratio) when switching between the first speed and the second speed increases, resulting in a large shift shock.

[0007] The present invention has been made in view of such technical problems, and an object thereof is to reduce the step ratio during gear shifting in a unit having a power transmission mechanism inside.

Means for Solving the Problems

[0008] According to an aspect of the present invention, an input element, an output element, a gear device in which a first rotating part, a second rotating part, a third rotating part, and a fourth rotating part are arranged in this order on a speed diagram, are provided, the input element can be connected to the first rotating part and can also be connected to the second rotating part, the output element 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 includes a first rotating element, a second rotating element, and a third rotating element, and a first planetary gear mechanism in which the second rotating element is arranged between the first rotating element and the third rotating element on a speed diagram, includes a fourth rotating element, a fifth rotating element, and a sixth rotating element, and a second planetary gear mechanism in which the fifth rotating element is arranged between the fourth rotating element and the sixth rotating element on a speed diagram, are provided, the first rotating part is configured by coupling the first rotating element and the sixth rotating element, the second rotating part is constituted by the fifth rotating element, the third rotating part is constituted by the second rotating element, the fourth rotating part is configured by coupling the third rotating element and the fourth rotating element, a unit is provided.

Effects of the Invention

[0009] According to the above aspect, by switching the connection destination of the input element (either one or both of the first rotating part and the second rotating part) and the rotating state of the fourth rotating part, three shift speeds can be realized. Since the ratio between shifts becomes small, an appropriate gear ratio can be set according to the speed range. Also, since the gear ratio becomes 1 in the third speed, the power transmission loss due to the differential rotation between the rotating parts can be reduced.

Brief Description of the Drawings

[0010]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5A

Figure 5B

Figure 6A

Figure 6B

Figure 7A

Figure 7B

Mode for Carrying Out the Invention

[0011] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. The definitions of the terms used in this specification are as follows.

[0012] The "unit" means all devices having 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, etc.

[0013] The "transmission 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.

[0014] The "ratio between steps" is the value obtained by dividing the larger (for low speed) transmission ratio by the smaller (for high speed) transmission ratio for two transmission ratios realized by the unit.

[0015] The "axial direction" means the axial direction of the rotation axis of the components constituting the unit. The components are a motor, a gear mechanism, a differential gear mechanism, etc. The "radial direction" means the radial direction from the central axis of the rotation axis.

[0016] The "housing" means a container that houses a motor, an inverter, and a power transmission mechanism, and is composed of one or more cases. A mode in which the case that houses the motor, the case that houses the inverter, and the case that houses the power transmission mechanism are integrally formed is called "3in1".

[0017] The "motor" means a rotating electrical machine having a motor function, and may also have a generator function in addition to the motor function.

[0018] That "element A is connected to element B" means that element A is connected to the upstream or downstream element B in a manner in which power can be transmitted between element A and element B. The power input side is upstream and the power output side is downstream. It is not limited to the mode in which element A is directly or indirectly connected to element B via another member, and it may be connected via a clutch or the like.

[0019] "Element A is coupled to element B" means that element A and element B are directly or indirectly connected via another member, and element A and element B are integrated. In other words, it can also be said that element A and element B are in a state of rotating integrally. Also, it means that element A and element B are connected without passing through a brake or a clutch, and it can also be said that element A and element B are always connected.

[0020] "Element A is fixed to element B" includes both the mode in which element A is directly fixed to element B and the mode in which element A is fixed to element B via an element C other than elements A and B. "Element A is fixed" means that element A is fixed to another element and is in a non-rotatable state.

[0021] "Element A and element B overlap in a predetermined direction view" means that element A and element B are arranged in a predetermined direction (axial direction, radial direction, gravitational direction, etc.), and when observed from the predetermined direction, element A and element B are in a state of at least partially overlapping. It is synonymous with "element A and element B overlap in a predetermined direction". When element A and element B overlap in an axial direction view, element A and element B are coaxial. When element A and element B are drawn side by side in a predetermined direction in a drawing, it means that element A and element B overlap in a predetermined direction view.

[0022] On the contrary, "element A and element B do not overlap in a predetermined direction view" means that element A and element B are not arranged in a predetermined direction (axial direction, radial direction, gravitational direction, vehicle traveling direction, etc.), and when observed from the predetermined direction, element A and element B do not have a overlapping portion. It is synonymous with "element A and element B do not overlap in a predetermined direction". When element A and element B are drawn so as not to be arranged in a predetermined direction in a drawing, it means that element A and element B do not overlap in a predetermined direction view.

[0023] "Element A is arranged between element B and element C in a specified direction view" means that when observed from a specified direction (axial direction, radial direction, gravitational direction, etc.), it is observed that element A is between element B and element C. For example, when element B, element A, and element C are arranged in this order along the axial direction, since it is observed that element A is between element B and element C in the radial direction view, it can be said that element A is located between element B and element C. It is not necessary for element A to overlap with elements B and C in the axial direction view. When element A is drawn between element B and element C in the drawing, it means that element A is located between element B and element C in the specified direction view.

[0024] "Element A is arranged outside the axial direction of element B" means that element A is arranged on one side or the other side of the axial direction of element B, including cases where the radial positions of element A and element B are different and they do not overlap in addition to the case where element A and element B overlap in the axial direction view.

[0025] "Element A is arranged outside (or inside) the radial direction of element B" means that the radial position of element A is outside (or inside) the radial position of element B, including cases where the axial positions of element A and element B are different and they do not overlap in addition to the case where element A and element B overlap in the radial direction view.

[0026] "Arranged closely" means a state where two elements have a portion that overlaps in the axial direction view or the radial direction view and there is no other element sandwiched between the two elements. For example, "two engaging elements are arranged closely" means that there is no planetary gear mechanism or the like arranged between the two engaging elements. When no other element is drawn between element A and element B in the drawing, it means that element A and element B are arranged closely.

[0027] The "one side of the engaging element" and the "other side of the engaging element" mean two elements included in the engaging element that become non-rotatable relative to each other when the engaging element is in the engaged state and become rotatable relative to each other when in the released state. The "one side of the engaging element" and the "other side of the engaging element" may be a combination of rotating elements or a combination of a rotating element and a non-rotating element. Generally, the former is called a clutch and the latter is called a brake. Also, the "one side of the engaging element" means either one of the "one side of the engaging element" and the "other side of the engaging element".

[0028] Other terms will be appropriately defined in the main text of the specification.

[0029] FIG. 1 is a skeleton diagram showing the basic structure of unit 100 according to an embodiment of the present invention. Unit 100 is a three-speed forward automatic transmission unit for an electric vehicle that shifts the rotation input to input element IN from a motor as a power source (not shown) at a gear ratio corresponding to the gear position and transmits it from output element OUT to a drive wheel (not shown). Input element IN and output element OUT are each composed of a gear, a rotating shaft, etc. Since the motor can switch between forward rotation and reverse rotation, unit 100 clearly differs in design concept from a unit for a vehicle using an internal combustion engine as the power source in that it does not have a reverse gear.

[0030] Unit 100 is a so-called 3-in-1 unit that houses input element IN, gear device 2, first to third engaging elements CL1, CL2, B1, output element OUT, a motor (not shown), and an inverter in housing 1. Housing 1 is fixedly non-rotatable with respect to the vehicle.

[0031] One end of input element IN is connected to the output shaft of the motor, and input element IN rotates by the power input from the motor. The rotational speed of input element IN is the input rotational speed of unit 100. The motor is electrically connected to a battery (not shown) outside unit 100 via an inverter, receives power supply from the battery, and functions as an electric motor. Also, the motor can function as a generator.

[0032] The gear device 2 is configured by arranging the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 in proximity and connecting their rotating elements at two locations.

[0033] The first planetary gear mechanism PG1 is a single-pinion planetary gear mechanism having a first sun gear S1 as a first rotating element, a plurality of first pinion gears (not shown), a first carrier C1 as a second rotating element that rotatably supports the plurality of first pinion gears, and a first ring gear R1 as a third rotating element. The first sun gear S1 meshes with the plurality of first pinion gears, and the plurality of first pinion gears mesh with the first ring gear R1.

[0034] The second planetary gear mechanism PG2 is a single-pinion planetary gear mechanism having a second sun gear S2 as a fourth rotating element, a plurality of second pinion gears (not shown), a second carrier C2 as a fifth rotating element that rotatably supports the plurality of second pinion gears, and a second ring gear R2 as a sixth rotating element. The second sun gear S2 meshes with the plurality of second pinion gears, and the plurality of second pinion gears mesh with the second ring gear R2.

[0035] In the figure, the S in parentheses next to the reference signs PG1 and PG2 indicates that the planetary gear mechanism is a single-pinion planetary gear mechanism. Although not shown in this embodiment, when the planetary gear mechanism is a double-pinion planetary gear mechanism, the D in parentheses shall be attached next to PG1 and PG2.

[0036] The first sun gear S1 is connected to the second ring gear R2. The first ring gear R1 is connected to the second sun gear S2. By connecting the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 at two locations in this way, the first rotating part P1 is composed of the first sun gear S1 and the second ring gear R2, the second rotating part P2 is composed of the second carrier C2, the third rotating part P3 is composed of the first carrier C1, and the fourth rotating part P4 is composed of the first ring gear R1 and the second sun gear S2.

[0037] The rotational speed of the output element OUT is the output rotational speed of the unit 100.

[0038] The first engaging element CL1 is a hydraulic or electric clutch. When the two parts of the first engaging element CL1 that are to be engaged when the first engaging element CL1 is in the engaged state are defined as one side and the other side, one side is connected to the input element IN, and the other side is connected to the second rotating part P2 constituted by the second carrier C2. Thus, if the first engaging element CL1 is engaged, the input element IN can be connected to the second rotating part P2 constituted by the second carrier C2.

[0039] The second engaging element CL2 is a hydraulic or electric clutch. When the two parts of the second engaging element CL2 that are to be engaged when the second engaging element CL2 is in the engaged state are defined as one side and the other side, one side is connected to the input element IN, and the other side is connected to the first rotating part P1 constituted by the first sun gear S1 and the second ring gear R2. Thus, if the second engaging element CL2 is engaged, the input element IN can be connected to the first rotating part P1 constituted by the first sun gear S1 and the second ring gear R2.

[0040] Since one side of the first engaging element CL1 and one side of the second engaging element CL2 are both connected to the input element IN and rotate integrally, they can be shared, that is, configured as an integral part. For example, in the case where the first engaging element CL1 and the second engaging element CL2 are each configured as a multi-plate clutch in which a plurality of friction plates are arranged between a drum and a hub, it is possible to configure them as an integral part by forming the other hub on the outer periphery of one drum. Thereby, the number of parts of the unit 100 can be reduced.

[0041] The third engaging element B1 is a hydraulic or electric brake. When the third engaging element B1 is in the engaged state, if the two parts of the third engaging element B1 that are to be engaged are regarded as one side and the other side, one side is connected to the fourth rotating part P4 composed of the first ring gear R1 and the second sun gear S2, and the other side is fixed to the housing 1. Thereby, if the third engaging element B1 is engaged, the fourth rotating part P4 composed of the first ring gear R1 and the second sun gear S2 can be fixed to the housing 1.

[0042] As the actuators for the second engaging element CL2 and the third engaging element B1, in addition to an actuator that is not easily subject to layout constraints (such as a hydraulic actuator that supplies hydraulic pressure from a control valve unit), actuators that are easily subject to layout constraints (such as an electric actuator that is fixed to the housing 1 or the like due to the relationship of reaction force and requires connection of a power cable, or a hydraulic actuator that requires attachment of a hydraulic supply unit to the housing 1 or the like and connection with a pipe) can also be used. On the other hand, since the first engaging element CL1 is arranged on the inner peripheral side of the second engaging element CL2, it is preferable to use an actuator that is not easily subject to layout constraints as the actuator for the first engaging element CL1.

[0043] The third engaging element B1 may be constituted by a selectable one-way clutch. The selectable one-way clutch is constituted by a pair of ratchet mechanisms whose operating states can be switched by an electric actuator and whose restricted rotation directions are different. When only one of the pair of ratchet mechanisms is operated, it becomes a one-way clutch state, and when both of the pair of ratchet mechanisms are operated, it becomes an engaged state.

[0044] By providing these first to third engaging elements CL1, CL2, and B1, by engaging one of the first engaging element CL1 and the second engaging element CL2 and releasing the other, the input element IN can be selectively connected to the first rotating part P1 composed of the first sun gear S1 and the second ring gear R2, or the second rotating part P2 composed of the second carrier C2. Further, by engaging both the first engaging element CL1 and the second engaging element CL2, the input element IN can be connected to the first rotating part P1 and the second rotating part P2.

[0045] Also, by changing the engagement state of the third engaging element B1, the fourth rotating part P4 composed of the first ring gear R1 and the second sun gear S2 can be switched between a rotating state and a non-rotating state.

[0046] Also, in a radial view, the first to third engaging elements CL1, CL2, and B1 are arranged outside the axial direction of the gear device 2. Since no engaging element 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 elements CL1, CL2, and B1 is increased, and the axial dimension of the unit 100 can be reduced.

[0047] Also, in an axial view, the first to third engaging elements CL1, CL2, and B1 can be overlapped with the gear device 2. When these are overlapped, the radial dimension of the unit 100 can be reduced.

[0048] Figure 2 is an engagement table showing the relationship between the engagement states of the first to third engaging elements CL1, CL2, and B1 and the gear shift stages realized in the unit 100. In the table, black circles indicate engagement states and no marks indicate release states.

[0049] As shown in the engagement table, the first gear is realized by engaging the second engagement element CL2 and the third engagement element B1 and releasing the first engagement element CL1. The second gear is realized by engaging the first engagement element CL1 and the third engagement element B1 and releasing the second engagement element CL2. The third gear is realized by engaging the first engagement element CL1 and the second engagement element CL2 and releasing the third engagement element B1.

[0050] Any gear stage is realized by engaging two of the first to third engagement elements CL1, CL2, and B1, and one engagement element is released. When the released engagement element is in a released state like a multi-plate clutch and the parts generating relative rotation come into contact with each other to generate drag torque, the fewer the number of engagement elements released when realizing a gear stage, the more the mechanical losses can be reduced. In this embodiment, since only one engagement element is released in any gear stage, even when using an engagement element that generates drag torque as the first to third engagement elements CL1, CL2, and B1, the mechanical losses can be suppressed and the electricity cost of the vehicle equipped with the unit 100 can be improved.

[0051] Also, FIG. 3 is a speed diagram of the unit 100. On the speed diagram, the first to fourth rotating parts P1 to P4 are arranged in this order, and vertical lines l1 to l4 correspond to each rotating part.

[0052] Since the first planetary gear mechanism PG1 is a single-pinion planetary gear mechanism, the first carrier C1 is arranged between the first sun gear S1 and the first ring gear R1. Since the second planetary gear mechanism PG2 is also a single-pinion planetary gear mechanism, the second carrier C2 is arranged between the second sun gear S2 and the second ring gear R2.

[0053] When the first engagement element CL1 is engaged and the second engagement element CL2 is released, since the input element IN is connected to the second rotating part P2, the vertical line l2 corresponds to the input element IN. Conversely, when the first engagement element CL1 is released and the second engagement element CL2 is engaged, since the input element IN is connected to the first rotating part P1, the vertical line l1 corresponds to the input element IN.

[0054] Since the output element OUT is connected to the third rotating part P3, the vertical line l3 corresponds to the output element OUT.

[0055] When the distance between the vertical line l1 and the vertical line l3 is set to 1, the distance α1 between the vertical line l3 and the vertical line l4 is the value obtained by dividing the number of teeth of the first sun gear S1 by the number of teeth of the first ring gear R1. Also, when the distance between the vertical line l4 and the vertical line l2 is set to 1, the distance α2 between the vertical line l2 and the vertical line l1 is the value obtained by dividing the number of teeth of the second sun gear S2 by the number of teeth of the second ring gear R2.

[0056] Straight lines L1 to L3 corresponding to each gear stage are drawn in the speed diagram. The rotational speeds of the respective rotating parts P1 to P4 in each gear stage are represented by the vertical coordinates of the intersections of the straight lines L1 to L3 corresponding to each gear stage and the vertical lines l1 to l4.

[0057] In the first gear, the second engaging element CL2 and the third engaging element B1 are engaged, and the first engaging element CL1 is disengaged. As a result, the rotational speeds of the input element IN and the first rotating part P1 become equal, and the rotational speed of the fourth rotating part P4 becomes zero. Therefore, the straight line L1 corresponding to the first gear is a straight line passing through the point X3 and the point X2. The rotational speed of the output element OUT is r1, which is the vertical coordinate of the intersection of the straight line L1 and the vertical line l3. Therefore, the gear ratio in the first gear is rin / r1 when the rotational speed of the input element IN is rin.

[0058] In the second gear, the first engaging element CL1 and the third engaging element B1 are engaged, and the second engaging element CL2 is disengaged. As a result, the rotational speeds of the input element IN and the second rotating part P2 become equal, and the rotational speed of the fourth rotating part P4 becomes zero. Therefore, the straight line L2 corresponding to the second gear is a straight line passing through the point X1 and the point X2 and having a greater slope than the straight line L1. The rotational speed of the output element OUT is r2, which is the vertical coordinate of the intersection of the straight line L2 and the vertical line l3. Therefore, the gear ratio in the second gear is rin / r2 when the rotational speed of the input element IN is rin. Since r2 is greater than r1, the gear ratio in the second gear is smaller than the gear ratio in the first gear.

[0059] In the third speed, the first engaging element CL1 and the second engaging element CL2 are engaged, and the third engaging element B1 is released. As a result, the rotational speeds of the input element IN, the first to fourth rotating parts P1 to P4, and the output element OUT become equal. Therefore, the straight line L3 corresponding to the third speed is a straight line with a slope of zero passing through the point X3 and the point X1. Since the rotational speeds of the input element IN and the output element OUT are equal, the gear ratio in the third speed is 1, which is smaller than the gear ratios in the first and second speeds.

[0060] Therefore, in the unit 100, three gear stages can be realized. Compared with a two-forward-speed unit, the ratio between gear stages is smaller, and the shock during gear shifting can be suppressed to be smaller than that of a two-forward-speed unit. Also, since the first to third speeds can be used as low speed, medium speed, and high speed respectively, an appropriate gear ratio can be set according to the speed range.

[0061] Also, in the third speed, the gear ratio is 1. That is, since all the rotating parts P1 to P4 constituting the gear device 2 rotate at the same rotational speed, the power transmission loss due to the differential rotation between the rotating parts can be reduced. Since the third speed for high-speed cruising is frequently used, a high power consumption improvement effect can be obtained by realizing a gear ratio of 1 in the third speed.

[0062] Subsequently, a modification of the embodiment of the present invention will be described.

[0063] FIG. 4 is a skeleton diagram of the unit 100 according to the modification. Different from the skeleton diagram shown in FIG. 1 is that one side of the first engaging element CL1 is connected to the input element IN via a first connecting member M1 passing through the inner peripheral side of the gear device 2, and the other side is connected to the second rotating part P2 formed by the second carrier C2 via a second connecting member M2 passing through the inner peripheral side of the gear device 2.

[0064] The engagement table and the speed diagram are the same as those shown in FIGS. 2 and 3.

[0065] According to the modification shown in Fig. 4, the first engaging element CL1 and the second engaging element CL2 are arranged in a dispersed manner on both axial sides of the gear device 2, and a layout can be adopted in which the first engaging element CL1 is not arranged on the inner peripheral side of the second engaging element CL2. As a result, it becomes easier to adopt an actuator that is easily subject to layout constraints as the actuator for the first to third engaging elements CL1, CL2, and B1, and the degree of freedom in selecting the actuator used for the first to third engaging elements CL1, CL2, and B1 is improved.

[0066] Fig. 5A is a skeleton diagram of a unit 100 according to another modification. The first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 are single-pinion planetary gear mechanisms, the same as the unit 100 shown in Fig. 1.

[0067] In this unit 100, the first rotating part P1 is formed by connecting the first sun gear S1 and the second ring gear R2, the second rotating part P2 is formed by the second carrier C2, the third rotating part P3 is formed by the first carrier C1, and the fourth rotating part P4 is formed by connecting the first ring gear R1 and the second sun gear S2.

[0068] Then, one side of the first engaging element CL1 is connected to the input element IN, the other side of the first engaging element CL1 is connected to the second carrier C2 as the second rotating part P2, one side of the second engaging element CL2 is connected to the input element IN, the other side of the second engaging element CL2 is connected to the first sun gear S1 and the second ring gear R2 as the first rotating part P1, one side of the third engaging element B1 is connected to the first ring gear R1 and the second sun gear S2 as the fourth rotating part P4, and the other side of the third engaging element B1 is fixed to the housing 1.

[0069] According to the modification shown in Fig. 5A, since the first to third engaging elements CL1, CL2, and B1 are respectively arranged on the outer side in the axial direction of the gear device 2, the degree of freedom in the layout of the first to third engaging elements CL1, CL2, and B1 is increased, and the axial dimension of the unit 100 can be reduced.

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

[0071] Also, one side of the first engagement element CL1 and one side of the second engagement element CL2 can be shared (integrated into one part), thereby reducing the number of parts of the unit 100.

[0072] The engagement table is the same as that shown in FIG. 2, and three shift stages can be realized by changing two of the first to third engagement elements CL1, CL2, and B1 that engage with each other. Since the ratio between stages becomes smaller, an appropriate gear ratio can be set according to the speed range. Also, since the gear ratio becomes 1 in the third speed, the power transmission loss due to the differential rotation between the rotating parts can be reduced.

[0073] Since there is only one disengaged engagement element in any shift stage, even when using engagement elements that generate drag torque as the first to third engagement elements CL1, CL2, and B1, mechanical losses can be suppressed and the electricity cost of the vehicle in which the unit 100 is mounted can be improved.

[0074] The speed diagram is the same as that shown in FIG. 3.

[0075] FIG. 5B is a skeleton diagram of the unit 100 according to yet another modification. Different from the skeleton diagram shown in FIG. 5A, one side of the first engagement element CL1 is connected to the input element IN via a first connection member M1 passing through the inner peripheral side of the gear device 2, and the other side is connected to a second rotating part P2 composed of a second carrier C2 via a second connection member M2 passing through the inner peripheral side of the gear device 2.

[0076] The engagement table and the speed diagram are the same as those shown in FIGS. 2 and 3.

[0077] According to the modification shown in Fig. 5B, a layout can be adopted in which the first engaging element CL1 and the second engaging element CL2 are distributed and arranged on both axial sides of the gear device 2, and the first engaging element CL1 is not arranged on the inner peripheral side of the second engaging element CL2. As a result, it becomes easier to adopt an actuator that is easily subject to layout constraints as the actuator for the first to third engaging elements CL1, CL2, and B1, and the degree of freedom in selecting the actuator used for the first to third engaging elements CL1, CL2, and B1 is improved.

[0078] Fig. 6A is a skeleton diagram of the unit 100 according to still another modification. Different from the unit 100 shown in Fig. 1, the first planetary gear mechanism PG1 is a double pinion planetary gear mechanism. That is, the first carrier C1 rotatably supports a plurality of inner pinion gears (not shown) meshing with the first sun gear S1 and a plurality of outer pinion gears (not shown) meshing with the first ring gear R1, and further, the plurality of inner pinion gears and the plurality of outer pinion gears are meshing. The second planetary gear mechanism PG2 is a single pinion planetary gear mechanism similar to the unit 100 shown in Fig. 1.

[0079] In this unit 100, the first rotating part P1 is composed of the first sun gear S1 and the second ring gear R2, the second rotating part P2 is composed of the second carrier C2, the third rotating part P3 is composed of the first ring gear R1, and the fourth rotating part P4 is composed by connecting the first carrier C1 and the second sun gear S2.

[0080] Then, one side of the first engaging element CL1 is connected to the input element IN, the other side of the first engaging element CL1 is connected to the second carrier C2 as the second rotating part P2, one side of the second engaging element CL2 is connected to the input element IN, the other side of the second engaging element CL2 is connected to the first sun gear S1 and the second ring gear R2 as the first rotating part P1, one side of the third engaging element B1 is connected to the first carrier C1 and the second sun gear S2 as the fourth rotating part P4, and the other side of the third engaging element B1 is fixed to the housing 1.

[0081] According to the modification shown in Fig. 6A, since the first to third engaging elements CL1, CL2, and B1 are respectively arranged outside the axial direction of the gear device 2, the layout freedom degree of the first to third engaging elements CL1, CL2, and B1 is increased, and the axial dimension of the unit 100 can be reduced.

[0082] Also, in the axial view, the first to third engaging elements CL1, CL2, and B1 can be overlapped with the gear device 2. When these are overlapped, the radial dimension of the unit 100 can be reduced.

[0083] In addition, one side of the first engaging element CL1 and one side of the second engaging element CL2 can be shared (integrated into one part), thereby reducing the number of parts of the unit 100.

[0084] The engagement table is the same as that shown in Fig. 2, and three shift speeds can be realized by changing two of the first to third engaging elements CL1, CL2, and B1 that engage with each other. Since the ratio between shifts becomes smaller, an appropriate gear ratio can be set according to the speed range. Also, since the gear ratio becomes 1 in the third speed, the power transmission loss caused by the differential rotation between the rotating parts can be reduced.

[0085] Since there is only one disengaged engaging element in any shift speed, even when using an engaging element that generates drag torque as the first to third engaging elements CL1, CL2, and B1, mechanical losses can be suppressed and the power consumption of the vehicle on which the unit 100 is mounted can be improved.

[0086] Fig. 6B is a speed diagram of the modification shown in Fig. 6A. Since the first planetary gear mechanism PG1 is a double pinion planetary gear mechanism, on the speed diagram, the first ring gear R1 will be arranged between the first sun gear S1 and the first carrier C1. That is, it is the reverse of the case where the second and third rotating elements are a single pinion planetary gear mechanism.

[0087] The rotating elements that make up the first to fourth rotating parts P1 to P4, and the intervals between the vertical lines l1 to l4 are different from those shown in FIG. 3, but since the connection relationships between the first to fourth rotating parts P1 to P4 and the first to third engaging elements CL1, CL2, and B1 are the same, substantially the same speed diagram can be obtained.

[0088] FIG. 7A is a skeleton diagram of the unit 100 according to yet another modified example. Different from the unit 100 shown in FIG. 1, the second planetary gear mechanism PG2 is a double pinion planetary gear mechanism. That is, the second carrier C2 rotatably supports a plurality of inner pinion gears (not shown) meshing with the second sun gear S2 and a plurality of outer pinion gears (not shown) meshing with the second ring gear R2, and further, the plurality of inner pinion gears and the plurality of outer pinion gears mesh with each other. The first planetary gear mechanism PG1 is a single pinion planetary gear mechanism, the same as the unit 100 shown in FIG. 1.

[0089] In this unit 100, the first rotating part P1 is configured by connecting the first sun gear S1 and the second carrier C2, the second rotating part P2 is configured by the second ring gear R2, the third rotating part P3 is configured by the first carrier C1, and the fourth rotating part P4 is configured by connecting the first ring gear R1 and the second sun gear S2.

[0090] Then, one side of the first engaging element CL1 is connected to the input element IN, the other side of the first engaging element CL1 is connected to the second ring gear R2 as the second rotating part P2, one side of the second engaging element CL2 is connected to the input element IN, the other side of the second engaging element CL2 is connected to the first sun gear S1 and the second carrier C2 as the first rotating part P1, one side of the third engaging element B1 is connected to the first ring gear R1 and the second sun gear S2 as the fourth rotating part P4, and the other side of the third engaging element B1 is fixed to the housing 1.

[0091] According to the modified example shown in FIG. 7A, since the first to third engaging elements CL1, CL2, and B1 are respectively arranged outside the axial direction of the gear device 2, the layout freedom degree of the first to third engaging elements CL1, CL2, and B1 is increased, and the axial dimension of the unit 100 can be reduced.

[0092] Also, in the axial view, the first to third engaging elements CL1, CL2, and B1 can be overlapped with the gear device 2. When these are overlapped, the radial dimension of the unit 100 can be reduced.

[0093] Also, one side of the first engaging element CL1 and one side of the second engaging element CL2 can be shared (integrated into one part), and thereby the number of parts of the unit 100 can be reduced.

[0094] The engagement table is the same as that shown in FIG. 2, and three shift speeds can be realized by changing two of the first to third engaging elements CL1, CL2, and B1 that engage with each other. Since the ratio between shifts becomes smaller, an appropriate gear ratio can be set according to the speed range. Also, since the gear ratio becomes 1 in the third speed, the power transmission loss caused by the differential rotation between the rotating parts can be reduced.

[0095] Since there is only one disengaged engaging element in any shift speed, even when using an engaging element that generates drag torque as the first to third engaging elements CL1, CL2, and B1, mechanical losses can be suppressed and the power consumption of the vehicle on which the unit 100 is mounted can be improved.

[0096] FIG. 7B is a speed diagram of the modified example shown in FIG. 7A. Since the second planetary gear mechanism PG2 is a double pinion planetary gear mechanism, on the speed diagram, the second ring gear R2 is arranged between the second sun gear S2 and the second carrier C2. That is, it is the reverse of the case where the fifth and sixth rotating elements are a single pinion planetary gear mechanism.

[0097] The rotating elements that make up the first to fourth rotating parts P1 to P4, and although the intervals between the vertical lines l1 to l4 are different from those shown in FIG. 3, since the connection relationships between the first to fourth rotating parts P1 to P4 and the first to third engaging elements CL1, CL2, and B1 are the same, substantially the same speed diagram can be obtained.

[0098] Next, the operation and effect of the embodiment of the present invention will be described.

[0099] (1) In the examples shown in FIGS. 1, 4, 5A, and 5B, the unit 100 includes an input element IN, an output element OUT, a gear device 2 (FIG. 3) in which the first rotating part P1, the second rotating part P2, the third rotating part P3, and the fourth rotating part P4 are arranged in this order on the speed diagram, and. The input element IN can be connected to the first rotating part P1 and can be connected to the second rotating part P2. The output element OUT is connected to the third rotating part P3. The fourth rotating part P4 can switch between a rotating state and a non-rotating state. The gear device 2 includes a first sun gear S1, a first carrier C1, and a first ring gear R1, and a single-pinion first planetary gear mechanism PG1 (FIG. 3) in which the first carrier C1 is arranged between the first sun gear S1 and the first ring gear R1 on the speed diagram, includes a second sun gear S2, a second carrier C2, and a second ring gear R2, and a single-pinion second planetary gear mechanism PG2 (FIG. 3) in which the second carrier C2 is arranged between the second sun gear S2 and the second ring gear R2 on the speed diagram, and. The first rotating part P1 is formed by coupling the first sun gear S1 and the second ring gear R2. The second rotating part P2 is formed by the second carrier C2. The third rotating part P3 is formed by the first carrier C1. The fourth rotating part P4 is formed by coupling the first ring gear R1 and the second sun gear S2.

[0100] Also, in the example shown in FIG. 6A, unit 100 includes an input element IN, an output element OUT, a gear device 2 (FIG. 6B) in which a first rotation part P1, a second rotation part P2, a third rotation part P3, and a fourth rotation part P4 are arranged in this order on the speed diagram, and is provided with. The input element IN can be connected to the first rotation part P1 and can also be connected to the second rotation part P2. The output element OUT is connected to the third rotation part P3. The fourth rotation part P4 can switch between a rotating state and a non-rotating state. The gear device 2 includes a first sun gear S1, a first ring gear R1, and a first carrier C1, and a first planetary gear mechanism PG1 (FIG. 6B) of a double pinion in which the first ring gear R1 is arranged between the first sun gear S1 and the first carrier C1 on the speed diagram, includes a second sun gear S2, a second carrier C2, and a second ring gear R2, and a second planetary gear mechanism PG2 (FIG. 6B) of a single pinion in which the second carrier C2 is arranged between the second sun gear S2 and the second ring gear R2 on the speed diagram, and is provided with. The first rotation part P1 is formed by coupling the first sun gear S1 and the second ring gear R2. The second rotation part P2 is formed by the second carrier C2. The third rotation part P3 is formed by the first ring gear R1. The fourth rotation part P4 is formed by coupling the first carrier C1 and the second sun gear S2.

[0101] Also, in the example shown in FIG. 7A, unit 100 includes an input element IN, an output element OUT, a gear device 2 (FIG. 7B) in which a first rotation part P1, a second rotation part P2, a third rotation part P3, and a fourth rotation part P4 are arranged in this order on the speed diagram, and is provided with. The input element IN can be connected to the first rotating part P1 and can also be connected to the second rotating part P2. The output element OUT is connected to the third rotating part P3. The fourth rotating part P4 can switch between a rotating state and a non-rotating state. The gear device 2 includes a first sun gear S1, a first carrier C1, and a first ring gear R1, and is a single-pinion first planetary gear mechanism PG1 (Fig. 7B) in which the first carrier C1 is arranged between the first sun gear S1 and the first ring gear R1 on the speed diagram, includes a second sun gear S2, a second ring gear R2, and a second carrier C2, and is a double-pinion second planetary gear mechanism PG2 (Fig. 7B) in which the second ring gear R2 is arranged between the second sun gear S2 and the second carrier C2 on the speed diagram, and includes them. The first rotating part P1 is formed by coupling the first sun gear S1 and the second carrier C2. The second rotating part P2 is formed by the second ring gear R2. The third rotating part P3 is formed by the first carrier C1. The fourth rotating part P4 is formed by coupling the first ring gear R1 and the second sun gear S2.

[0102] In the examples shown in Figs. 1, 4, 5A, 5B, 6A, and 7A, by switching the connection destination of the input element IN (either one or both of the first rotating part P1 and the second rotating part P2) and the rotating state of the fourth rotating part P4, three speed ratios can be realized. Since the ratio between the speed ratios becomes smaller, an appropriate speed ratio can be set according to the speed range. Also, since the speed ratio becomes 1 in the third speed, the power transmission loss caused by the differential rotation between the rotating parts can be reduced.

[0103] (2) The switching of the connection destination of the input element IN and the rotating state of the fourth rotating part P4 can be realized by the first to third engaging elements CL1, CL2, and B1.

[0104] In the examples shown in Figs. 1, 4, 5A, 5B, 6A, and 7A, Unit 100 includes a first engaging element CL1, a second engaging element CL2, and a third engaging element B1. One side of the first engaging element CL1 is connected to the input element IN, and the other side of the first engaging element CL1 is connected to the second rotating part P2. One side of the second engaging element CL2 is connected to the input element IN, and the other side of the second engaging element CL2 is connected to the first rotating part P1. One side of the third engaging element B1 is connected to the fourth rotating part P4, and the other side of the third engaging element B1 is fixed. According to this configuration, in the axial view, the first to third engaging elements CL1, CL2, and B1 can overlap with the gear device 2. When they are overlapped, the radial dimension of the unit 100 can be reduced.

[0105] In the examples shown in FIGS. 1, 4, 5A, 5B, 6A, and 7A, the first to third engaging elements CL1, CL2, and B1 are respectively arranged outside the axial direction of the gear device 2. Thereby, the layout freedom degree of the first to third engaging elements CL1, CL2, and B1 is increased, and the axial dimension of the unit 100 can be reduced.

[0106] In the examples shown in FIGS. 4 and 5B, one side of the first engaging element CL1 is connected to the input element IN via a first connecting member M1 passing through the inner peripheral side of the gear device 2, and the other side of the first engaging element CL1 is connected to the second rotating part P2 via a second connecting member M2 passing through the inner peripheral side of the gear device 2. A layout can be adopted in which the first engaging element CL1 and the second engaging element CL2 are dispersed and arranged on both axial sides of the gear device 2, and the first engaging element CL1 is not arranged on the inner peripheral side of the second engaging element CL2. Thereby, it becomes easier to adopt an actuator that is easily restricted by layout as the actuator of the first to third engaging elements CL1, CL2, and B1, and the selection freedom degree of the actuator is improved.

[0107] (4) In the examples shown in FIGS. 4 and 5B, one side of the first engaging element CL1 is connected to the input element IN via a first connecting member M1 passing through the inner peripheral side of the gear device 2, and the other side of the first engaging element CL1 is connected to the second rotating part P2 via a second connecting member M2 passing through the inner peripheral side of the gear device 2. A layout can be adopted in which the first engaging element CL1 and the second engaging element CL2 are dispersed and arranged on both axial sides of the gear device 2, and the first engaging element CL1 is not arranged on the inner peripheral side of the second engaging element CL2. Thereby, it becomes easier to adopt an actuator that is easily restricted by layout as the actuator of the first to third engaging elements CL1, CL2, and B1, and the selection freedom degree of the actuator is improved.

[0108] (5) In the examples shown in FIGS. 1, 4, 5A, 5B, 6A, and 7A, three speed stages are realized by changing two of the engaging elements among the first to third engaging elements CL1, CL2, and B1 (FIG. 2). Since there is one engaging element that is released in any speed stage, even when using an engaging element that generates drag torque as the first to third engaging elements CL1, CL2, and B1, it is possible to suppress mechatronics and improve the electricity cost of the vehicle on which the unit 100 is mounted.

[0109] (6) In the examples shown in FIGS. 1, 4, 5A, 5B, 6A, and 7A, one side of the first engaging element CL1 and one side of the second engaging element CL2 may be configured as an integral part. Thereby, the number of parts of the unit 100 can be reduced.

[0110] As described above, the embodiments of the present invention have been described. However, 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 configurations of the above embodiments.

[0111] The skeleton diagrams shown in FIGS. 1, 4, 5A, 5B, 6A, and 7A are part of the application examples of the present invention, and the skeleton diagrams of the unit to which the present invention is applied are not limited to these.

[0112] Also, 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.

Explanation of Reference Numerals

[0113] 1: Housing 2: Gear device 100: Unit CL1: First engaging element CL2: Second engaging element B1: Third engaging element S1: First sun gear S2: Second sun gear C1: First carrier C2: Second carrier R1: First ring gear R2: Second ring gear M1: First connecting member M2: Second connecting member P1: First rotating part P2: Second rotating part P3: Third rotating part P4: Fourth rotating part IN: Input element OUT: Output element PG1: First planetary gear mechanism PG2: Second planetary gear mechanism

Claims

1. An input element, an output element, a gear device in which a first rotating part, a second rotating part, a third rotating part, and a fourth rotating part are arranged in this order on a speed diagram, and comprising, the input element is connectable to the first rotating part and also connectable to the second rotating part, the output element is connected to the third rotating part, the fourth rotating part is capable of switching between a rotating state and a non-rotating state, the gear device, comprises a first rotating element, a second rotating element, and a third rotating element, and a first planetary gear mechanism in which the second rotating element is arranged between the first rotating element and the third rotating element on a speed diagram, comprises a fourth rotating element, a fifth rotating element, and a sixth rotating element, and a second planetary gear mechanism in which the fifth rotating element is arranged between the fourth rotating element and the sixth rotating element on a speed diagram, and comprising, the first rotating part is formed by coupling the first rotating element and the sixth rotating element, the second rotating part is formed by the fifth rotating element, the third rotating part is formed by the second rotating element, the fourth rotating part is formed by coupling the third rotating element and the fourth rotating element, a unit.

2. The unit according to claim 1, wherein, a first engaging element, a second engaging element, a third engaging element, and comprising, one side of the first engaging element is connected to the input element, the other side of the first engaging element is connected to the second rotating part, one side of the second engaging element is connected to the input element, the other side of the second engaging element is connected to the first rotating part, one side of the third engaging element is connected to the fourth rotating part, the other side of the third engaging element is fixed, a unit.

3. The unit according to claim 2, wherein, the first to third engaging elements are respectively arranged outside the axial direction of the gear device, a unit.

4. The unit according to claim 2, wherein, the one side of the first engaging element is connected to the input element via a first connecting member passing through the inner peripheral side of the gear device, the other side of the first engaging element is connected to the second rotating part via a second connecting member passing through the inner peripheral side of the gear device, a unit.

5. The unit according to claim 2, wherein, three speed stages are realized by changing two engaging elements among the first to third engaging elements, a unit.

6. The unit according to claim 2, wherein, A unit in which one side of the first engaging element and one side of the second engaging element are formed as an integral part. Unit.

Images