unit

Abstract

[Problem] To reduce the step ratio during shifting at a unit that has an internal power transmission mechanism. [Solution] A unit according to the present invention comprises an input element, an output element, and a gear device that has a first rotary portion, a second rotary portion, a third rotary portion, and a fourth rotary portion that are aligned in that order on a velocity diagram. The input element can be connected to the first rotary portion and can also be connected to the second rotary portion, the output element is connected to the third rotary portion, and the fourth rotary portion can be switched between a rotating state and a non-rotating state. The gear device comprises a first planetary gear mechanism and a second planetary gear mechanism, the first rotary portion is formed from a first rotary element, the second rotary portion is formed by the coupling of a second rotary element and a sixth rotary element, the third rotary portion is formed by a fifth rotary element, and the fourth rotary portion is formed by the coupling of a third rotary element and a fourth rotary element.

Description

[Technical Field]

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

[0002] Patent Document 1 discloses a two-speed automatic transmission unit for an electric vehicle, which can achieve first speed and second speed, which has a smaller gear ratio (= input rotation speed / output rotation speed) than first speed, by switching the engagement state of two friction clutches.

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

[0004] [Patent Document 1] German Patent Application Publication No. 102019116360 [Patent Document 2] German Patent Application Publication No. 102019119951 [Patent Document 3] Chinese Patent No. 106195194 [Patent Document 4] Chinese Utility Model No. 206000959 Summary of the Invention [Problem to be solved by the invention]

[0005] In an automatic transmission unit for an electric vehicle with two forward speeds, the larger the first-speed gear ratio, the greater the torque amplification effect due to deceleration, so the larger the first-speed gear ratio, the smaller the maximum torque of the motor can be, allowing a smaller motor to be selected.In contrast, the smaller the second-speed gear ratio, the lower the motor rotation speed when achieving a certain vehicle speed, which is advantageous for high-speed cruising.

[0006] However, if the gear ratios for first and second gears are set based on the above design concept, the gear ratio (= gear ratio for first gear / gear ratio for second gear) when switching between first and second gears becomes large, resulting in a large gear shift shock.

[0007] The present invention has been made in view of these technical problems, and has as its object to reduce the gear ratio during gear change in a unit having a power transmission mechanism therein. [Means for solving the problem]

[0008] According to one aspect of the present invention, An input element; An output element; a gear device in which a first rotation region, a second rotation region, a third rotation region, and a fourth rotation region are arranged in this order on a velocity diagram; Equipped with the input element is connectable to the first rotation portion and connectable to the second rotation portion; the output element is connected to the third rotation portion; the fourth rotational portion is switchable between a rotational state and a non-rotational state; The gear device is a first planetary gear mechanism including a first rotating element, a second rotating element, and a third rotating element, the second rotating element being disposed between the first rotating element and the third rotating element on a speed diagram; a second planetary gear mechanism including a fourth rotating element, a fifth rotating element, and a sixth rotating element, the fifth rotating element being disposed between the fourth rotating element and the sixth rotating element on a speed diagram; Equipped with the first rotating portion is composed of the first rotating element, the second rotating portion is configured by combining the second rotating element and the sixth rotating element, the third rotating portion is composed of the fifth rotating element, The fourth rotating portion is configured by combining the third rotating element and the fourth rotating element. Units are provided. [Effects of the Invention]

[0009] According to the above aspect, three gear stages can be achieved by switching the connection destination of the input element (either one or both of the first and second rotating parts) and the rotation state of the fourth rotating part. Because the inter-stage ratio is small, an appropriate gear ratio can be set according to the speed range. Furthermore, because the gear ratio is 1 in third gear, power transmission loss due to differential rotation between rotating parts can be reduced. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a skeleton diagram of a unit according to an embodiment of the present invention. [Figure 2] FIG. 2 is an engagement table showing the engagement state of each engagement element at each gear position. [Figure 3] Figure 3 is a velocity diagram of the unit. DETAILED DESCRIPTION OF THE INVENTION

[0011] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings. The definitions of terms used in this specification are as follows.

[0012] "Unit" refers to a device in general 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 reducer unit, etc.

[0013] The "gear ratio" is the value obtained by dividing the input rotation speed of a unit by the output rotation speed. "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 "gear ratio" is the value obtained by dividing the larger (low speed) gear ratio by the smaller (high speed) gear ratio of the two gear ratios realized by the unit.

[0015] "Axial direction" refers to the axial direction of the rotating shaft of the parts that make up the unit. The parts are motors, gear mechanisms, differential gear mechanisms, etc. "Radial direction" refers to the radial direction from the central axis of the rotating shaft.

[0016] "Housing" refers to a container that houses the motor, inverter, and power transmission mechanism, and is composed of one or more cases. An embodiment 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 "3-in-1."

[0017] The term "motor" refers to a rotating electric machine having a motor function, and may have a generator function in addition to the motor function.

[0018] "Element A is connected to element B" means that element A is connected to element B upstream or downstream in a manner that allows power transmission between element A and element B. The power input side is upstream, and the power output side is downstream. Element A is not limited to being connected to element B directly or via another member, and may be connected via a clutch or the like.

[0019] "Element A is connected to element B" means that element A and element B are connected directly or indirectly via other members, and that element A and element B are integrated. In other words, it can also be said that element A and element B rotate as a unit. It also means that element A and element B are connected without a brake or clutch, and can be said to be a state in which element A and element B are always connected.

[0020] "Element A is fixed to element B" includes both a state in which element A is directly fixed to element B and a state in which element A is fixed to element B via an element C other than elements A and B. "Element A is fixed" means a state in which element A is fixed to another element and cannot rotate.

[0021] "Element A and element B overlap when viewed in a specified direction" refers to a state in which element A and element B are aligned in a specified direction (axial direction, radial direction, gravity direction, etc.) and at least partially overlap when observed from the specified direction. This is synonymous with "element A and element B overlap in a specified direction." When element A and element B overlap when viewed in the axial direction, element A and element B are coaxial. When element A and element B are drawn aligned in a specified direction in a drawing, this means that element A and element B overlap when viewed in the specified direction.

[0022] In contrast, "element A and element B do not overlap when viewed in a specified direction" refers to a state in which element A and element B are not aligned in a specified direction (axial direction, radial direction, gravity direction, vehicle running direction, etc.), and there is no overlapping portion between element A and element B when observed from the specified direction. This is synonymous with "element A and element B do not overlap in a specified direction." When element A and element B are depicted in a drawing so that they are not aligned in a specified direction, this means that element A and element B do not overlap when viewed in the specified direction.

[0023] "Element A is disposed between element B and element C when viewed in a predetermined direction" means that element A is observed to be between element B and element C when viewed from a predetermined direction (axial direction, radial direction, gravity direction, etc.). For example, if elements B, A, and C are lined up in this order along the axial direction, element A is observed to be between element B and element C when viewed in the radial direction, and therefore element A can be said to be located between element B and element C. Element A does not need to overlap with elements B and C when viewed in the axial direction. When element A is depicted between element B and element C in a drawing, this means that element A is located between element B and element C when viewed in the predetermined direction.

[0024] "Element A is arranged axially outside element B" means that element A is arranged on one axial side or the other axial side of element B, and includes not only the case where element A and element B overlap when viewed in the axial direction, but also the case where element A and element B are positioned differently in the radial direction and therefore do not overlap.

[0025] "Element A is positioned radially outside (or inside) element B" means that the radial position of element A is outside (or inside) the radial position of element B, and includes not only the case where element A and element B overlap when viewed radially, but also the case where element A and element B do not overlap because their axial positions are different.

[0026] "Disposed closely together" means that two elements have an overlapping portion when viewed in the axial direction or the radial direction, and no other elements are sandwiched between the two elements. For example, "two engaging elements are disposed closely together" means that a planetary gear mechanism or the like is not disposed between the two engaging elements. If no other elements are depicted between element A and element B in the drawing, this means that element A and element B are disposed closely together.

[0027] "One side of the engaging element" and "the other side of the engaging element" refer to two elements included in the engaging element that are unable to rotate relative to each other when the engaging element is in an engaged state and are able to rotate relative to each other when the engaging element is in a released state. "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; the former is generally called a clutch and the latter is generally called a brake. Also, "one side of the engaging element" means either "one side of the engaging element" or "the other side of the engaging element."

[0028] Other terms will be defined as appropriate throughout the specification.

[0029] FIG. 1 is a skeleton 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 an electric vehicle that changes the speed of rotation input to an input element IN from a motor (not shown) as a power source at a gear ratio corresponding to the gear position and transmits the rotation from an output element OUT to drive wheels (not shown). The input element IN and output element OUT are each composed of gears, a rotating shaft, etc. The motor can be switched between forward and reverse rotation, so the unit 100 does not have a reverse gear, which clearly differentiates the design concept from units for vehicles that use an internal combustion engine as a power source.

[0030] The unit 100 is a so-called 3-in-1 unit that accommodates an input element IN, a gear device 2, first to third engagement elements CL1, CL2, B1, an output element OUT, and a motor and inverter (not shown) within a housing 1. The housing 1 is fixed to the vehicle so as not to be rotatable.

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

[0032] The gear device 2 is configured by arranging a first planetary gear mechanism PG1 and a second planetary gear mechanism PG2 close to each other and coupling their rotational elements together at two locations.

[0033] The first planetary gear mechanism PG1 is a double-pinion planetary gear mechanism having a first sun gear S1 as a first rotating element, a first ring gear R1 as a second rotating element, 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 carrier C1 as a third rotating element that rotatably supports 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 ring gear R1 meshes with the plurality of outer pinion gears.

[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] The D and S in parentheses next to the reference symbols PG1 and PG2 in the drawing 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.

[0036] The first carrier C1 is coupled to the second sun gear S2. The first ring gear R1 is coupled to the second ring gear R2. By coupling the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2 at two locations in this manner, a first rotating portion P1 is formed by the first sun gear S1, a second rotating portion P2 is formed by the first ring gear R1 and the second ring gear R2, a third rotating portion P3 is formed by the second carrier C2, and a fourth rotating portion P4 is formed by the first carrier C1 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. If we define the two portions of the first engaging element CL1 that are engaged when the first engaging element CL1 is in an engaged state 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 rotational portion P2 that is made up of the first ring gear R1 and the second ring gear R2. As a result, when the first engaging element CL1 is engaged, the input element IN can be connected to the second rotational portion P2 that is made up of the first ring gear R1 and the second ring gear R2.

[0039] The second engaging element CL2 is a hydraulic or electric clutch. If we define the two portions of the second engaging element CL2 that are engaged when the second engaging element CL2 is engaged 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 rotational portion P1 that is formed by the first sun gear S1. As a result, when the second engaging element CL2 is engaged, the input element IN can be connected to the first rotational portion P1 that is formed by the first sun gear S1.

[0040] Because 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, i.e., configured as an integrated part. For example, if the first engaging element CL1 and the second engaging element CL2 are each configured as a multi-plate clutch in which multiple friction plates are arranged between a drum and a hub, they can be configured as an integrated part by forming the hub of one drum on the outer periphery of the other drum. This reduces the number of parts in the unit 100.

[0041] The third engagement element B1 is a hydraulic or electric brake. If the two portions of the third engagement element B1 that are engaged when the third engagement element B1 is in an engaged state are referred to as one side and the other side, one side is connected to a fourth rotational portion P4 that is made up of the first carrier C1 and the second sun gear S2, and the other side is fixed to the housing 1. As a result, when the third engagement element B1 is engaged, the fourth rotational portion P4 that is made up of the first carrier C1 and the second sun gear S2 can be fixed to the housing 1.

[0042] As the actuators for the first engaging element CL1 and the third engaging element B1, it is possible to use actuators that are not subject to layout constraints (such as a hydraulic actuator that supplies hydraulic pressure from a control valve unit), as well as actuators that are subject to layout constraints (such as an electric actuator that needs to be fixed to the housing 1 or the like and connected to a power cable due to reaction forces, or a hydraulic actuator that needs to have a hydraulic supply unit attached to the housing 1 or the like and be connected to the hydraulic supply unit via piping).On the other hand, because the second engaging element CL2 is disposed on the inner peripheral side of the first engaging element CL1, it is preferable to use an actuator that is not subject to layout constraints as the actuator for the second engaging element CL2.

[0043] The third engagement element B1 may be configured as a selectable one-way clutch. A selectable one-way clutch is a clutch whose operating state can be switched by an electric actuator and which is configured as a pair of ratchet mechanisms that restrict rotation in different directions. When only one of the pair of ratchet mechanisms is operated, the clutch is in a one-way clutch state, and when both of the pair of ratchet mechanisms are operated, the clutch is in an engaged state.

[0044] By providing these first to third engagement elements CL1, CL2, and B1, the input element IN can be selectively connected to the first rotational part P1 consisting of the first sun gear S1 or the second rotational part P2 consisting of the first ring gear R1 and the second ring gear R2 by engaging one of the first engagement element CL1 and the second engagement element CL2 and disengaging the other. Also, by engaging both the first engagement element CL1 and the second engagement element CL2, the input element IN can be connected to the first rotational part P1 and the second rotational part P2.

[0045] Furthermore, by changing the engagement state of the third engagement element B1, the fourth rotational part 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.

[0046] Additionally, when viewed in the radial direction, the first to third engaging elements CL1, CL2, B1 are arranged axially outward of the gear device 2. Because no engaging elements are arranged between the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2, the degree of freedom in layout of the first to third engaging elements CL1, CL2, B1 increases, and the axial dimension of the unit 100 can be reduced.

[0047] Furthermore, when viewed in the axial direction, the first to third engaging elements CL1, CL2, B1 can be made to overlap with the gear device 2. When these are made to overlap, the radial dimension of the unit 100 can be reduced.

[0048] 2 is an engagement table showing the relationship between the engagement states of the first to third engagement elements CL1, CL2, B1 and the gear positions achieved in the unit 100. In the table, black circles indicate the engaged state, and no circles indicate the disengaged state.

[0049] As shown in the engagement table, first gear is achieved by engaging the second engagement element CL2 and the third engagement element B1 and disengaging the first engagement element CL1. Second gear is achieved by engaging the first engagement element CL1 and the third engagement element B1 and disengaging the second engagement element CL2. Third gear is achieved by engaging the first engagement element CL1 and the second engagement element CL2 and disengaging the third engagement element B1.

[0050] Each gear is achieved by engaging two of the first to third engaging elements CL1, CL2, and B1, and only one engaging element is disengaged. In cases where the disengaged engaging elements are in contact with each other even in the disengaged state, as in a multi-plate clutch, and generate drag torque, the fewer engaging elements that are disengaged to achieve the gear, the more mechanical loss can be reduced. In this embodiment, because only one engaging element is disengaged in each gear, even when engaging elements that generate drag torque are used as the first to third engaging elements CL1, CL2, and B1, mechanical loss can be reduced, and the electric fuel efficiency of a vehicle in which unit 100 is installed can be improved.

[0051] 3 is a velocity diagram of the unit 100. On the velocity diagram, first to fourth rotational regions P1 to P4 are arranged in this order, and vertical lines l1 to l4 correspond to the respective rotational regions.

[0052] The first planetary gear mechanism PG1 is a double-pinion planetary gear mechanism, so the first ring gear R1 is disposed between the first sun gear S1 and the first carrier C1. The second planetary gear mechanism PG2 is a single-pinion planetary gear mechanism, so the second carrier C2 is disposed 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 disengaged, the input element IN is connected to the second rotational portion P2, and therefore the vertical line l2 corresponds to the input element IN. Conversely, when the first engagement element CL1 is disengaged and the second engagement element CL2 is engaged, the input element IN is connected to the first rotational portion P1, and therefore the vertical line l1 corresponds to the input element IN.

[0054] The output element OUT is connected to the third rotation portion P3, so that the vertical line l3 corresponds to the output element OUT.

[0055] When the distance between vertical lines l1 and l4 is 1, the distance α1 between vertical lines l4 and 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 ring gear R1. When the distance between vertical lines l4 and l3 is 1, the distance α2 between vertical lines l3 and 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 ring gear R2.

[0056] The speed diagram depicts straight lines L1 to L3 corresponding to each gear. The rotational speed of each rotational portion P1 to P4 at each gear is represented by the ordinate of the intersection of the straight lines L1 to L3 corresponding to each gear and the vertical lines l1 to l4.

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

[0058] In second gear, the first engagement element CL1 and the third engagement element B1 are engaged, and the second engagement element CL2 is disengaged. As a result, the rotational speeds of the input element IN and the second rotational part P2 become equal, and the rotational speed of the fourth rotational part P4 becomes zero. Therefore, the line L2 corresponding to second gear passes through points X1 and X2 and has a steeper slope than line L1. The rotational speed of the output element OUT is r2, which is the ordinate of the intersection of line L2 and vertical line l3. Therefore, the gear ratio in second gear is rin / r2, where rin is the rotational speed of the input element IN. Because r2 is greater than r1, the gear ratio in second gear is smaller than the gear ratio in first gear.

[0059] In third gear, the first engagement element CL1 and the second engagement element CL2 are engaged, and the third engagement element B1 is disengaged. As a result, the rotational speeds of the input element IN, the first to fourth rotational regions P1 to P4, and the output element OUT are equal, so the line L3 corresponding to third gear is a line that passes through points X3 and X1 and has a zero gradient. Because the rotational speeds of the input element IN and the output element OUT are equal, the gear ratio in third gear is 1, which is smaller than the gear ratios of first and second gears.

[0060] Therefore, in unit 100, three gears can be realized, so the inter-speed ratio is smaller than in a unit with two forward speeds, and shock during gear changes can be kept smaller than in a unit with two forward speeds. Also, since first to third speeds can be used for low, medium, and high speeds, respectively, an appropriate gear ratio can be set according to the speed range.

[0061] Additionally, the gear ratio is 1 in third gear. In other words, all of the rotating parts P1 to P4 that make up the gear device 2 rotate at the same rotational speed, reducing power transmission loss caused by differential rotation between the rotating parts. Because third gear is used frequently for high-speed cruising, achieving a gear ratio of 1 in third gear can significantly improve electricity efficiency.

[0062] Next, the effects of the embodiment of the present invention will be described.

[0063] (1) In the example shown in Figure 1, The unit 100 has an input element IN and an output element OUT; A gear device 2 (FIG. 3) in which a first rotational region P1, a second rotational region P2, a third rotational region P3, and a fourth rotational region P4 are arranged in this order on a velocity diagram; Equipped with. the input element IN is connectable to the first rotation portion P1 and connectable to the second rotation portion P2; The output element OUT is connected to the third rotation part P3, The fourth rotating part P4 is switchable between a rotating state and a non-rotating state. The gear device 2 is a double-pinion first planetary gear mechanism PG1 (FIG. 3) including a first sun gear S1, a first ring gear R1, and a first carrier C1, with the first ring gear R1 being disposed between the first sun gear S1 and the first carrier C1 on a speed diagram; a single-pinion second planetary gear mechanism PG2 (FIG. 3) including a second sun gear S2, a second carrier C2, and a second ring gear R2, with the second carrier C2 being disposed between the second sun gear S2 and the second ring gear R2 on the speed diagram; Equipped with. The first rotating part P1 is formed by the first sun gear S1, The second rotation portion P2 is configured by combining the first ring gear R1 and the second ring gear R2. The third rotating portion P3 is formed by the second carrier C2, The fourth rotational portion P4 is formed by connecting the first carrier C1 and the second sun gear S2.

[0064] 1, three gear stages can be achieved by switching the connection destination of the input element IN (either or both of the first rotating part P1 and the second rotating part P2) and the rotation state of the fourth rotating part P4. Because the inter-stage ratio is small, an appropriate gear ratio can be set according to the speed range. Also, because the gear ratio is 1 in third gear, power transmission loss due to differential rotation between rotating parts can be reduced.

[0065] (2) The connection destination of the input element IN and the rotation state of the fourth rotation part P4 can be switched by the first to third engagement elements CL1, CL2, and B1.

[0066] In the example shown in Figure 1, The unit 100 includes a first engagement element CL1, A second engagement element CL2, A third engagement element B1, Equipped with One side of the first engagement element CL1 is connected to the input element IN, The other side of the first engagement element CL1 is connected to the second rotation part P2, One side of the second engagement element CL2 is connected to the input element IN, The other side of the second engagement element CL2 is connected to the first rotation part P1, One side of the third engagement element B1 is connected to the fourth rotation region P4, The other side of the third engaging element B1 is fixed.

[0067] According to this configuration, when viewed in the axial direction, the first to third engaging elements CL1, CL2, B1 can be made to overlap with the gear device 2. When these are made to overlap, the radial dimension of the unit 100 can be reduced.

[0068] (3) In the example shown in Fig. 1, the first to third engaging elements CL1, CL2, B1 are each disposed axially outward of the gear device 2. This increases the degree of freedom in the layout of the first to third engaging elements CL1, CL2, B1, and also enables the axial dimension of the unit 100 to be reduced.

[0069] (4) In the example shown in Fig. 1, three gear stages are achieved by changing two of the first to third engaging elements CL1, CL2, and B1 that are engaged (Fig. 2). Because only one engaging element is disengaged in each gear stage, even when engaging elements that generate drag torque are used as the first to third engaging elements CL1, CL2, and B1, mechanical loss can be reduced, and the electric fuel economy of a vehicle equipped with the unit 100 can be improved.

[0070] (5) In the example shown in Fig. 1, one side of the first engaging element CL1 and one side of the second engaging element CL2 may be configured as an integrated part, thereby reducing the number of parts of the unit 100.

[0071] Although the embodiments of the present invention have been described above, the above embodiments are merely application examples of the present invention, and the technical scope of the present invention is not intended to be limited to the specific configurations of the above embodiments.

[0072] The skeleton diagrams shown in FIG. 1 are only some of the application examples of the present invention, and the skeleton diagrams of units to which the present invention is applied are not limited to these.

[0073] Furthermore, either a single-pinion planetary gear mechanism or a double-pinion planetary gear mechanism may be used as the first planetary gear mechanism PG1 and the second planetary gear mechanism PG2. [Explanation of symbols]

[0074] 1: Housing 2: Gearing 100: Unit CL1: First engagement element CL2: Second engagement element B1: Third engagement element S1: 1st sun gear S2: Second sun gear C1: First carrier C2: Second carrier R1: 1st ring gear R2: Second ring gear P1: First rotation point P2: Second rotation area P3: Third rotation area P4: 4th rotation 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 rotation region, a second rotation region, a third rotation region, and a fourth rotation region are arranged in this order on a velocity diagram; Equipped with the input element is connectable to the first rotation portion and connectable to the second rotation portion; the output element is connected to the third rotation portion; the fourth rotation portion is switchable between a rotation state and a non-rotation state, The gear device is a first planetary gear mechanism including a first rotating element, a second rotating element, and a third rotating element, the second rotating element being disposed between the first rotating element and the third rotating element on a velocity diagram; a second planetary gear mechanism including a fourth rotation element, a fifth rotation element, and a sixth rotation element, the fifth rotation element being disposed between the fourth rotation element and the sixth rotation element on a velocity diagram; Equipped with the first rotating portion is composed of the first rotating element, the second rotating portion is configured by combining the second rotating element and the sixth rotating element, the third rotating portion is composed of the fifth rotating element, the fourth rotating portion is configured by combining the third rotating element and the fourth rotating element; unit.

2. 2. The unit of claim 1, A first engagement element; A second engagement element; A third engagement element; Equipped with One side of the first engagement element is connected to the input element, The other side of the first engagement element is connected to the second rotation portion, One side of the second engagement element is connected to the input element, The other side of the second engagement element is connected to the first rotation portion, one side of the third engagement element is connected to the fourth rotation portion, The other side of the third engagement element is fixed. unit.

3. 3. The unit of claim 2, The first to third engagement elements are respectively disposed axially outward of the gear device. unit.

4. 3. The unit of claim 2, Three gear stages are realized by changing two of the first to third engaging elements to be engaged. unit.

5. 3. The unit of claim 2, The one side of the first engaging element and the one side of the second engaging element are configured as an integral part. unit.

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