DRIVING APPARATUS FOR VEHICLE AND VEHICLE

- EXEDY CORPORATION

A driving apparatus for vehicle includes a Ravigneaux planetary gear 501, a friction clutch 502, and a friction brake 503. Input paths 516 and 515 of two systems and an output path 517 of one system are provided for the Ravigneaux planetary gear. Continuously variable adjustment of output of the one system is achievable by adjusting each input of the two systems.

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Description
TECHNICAL FIELD

The present invention relates to a driving apparatus for vehicle and a vehicle.

BACKGROUND ART

Patent Literature 1 discloses a discontinuous change of a speed reduction ratio produced by using a combination of a continuously variable transmission and a two-speed sub-transmission at the time of switching between two stages of high and low speeds.

CITATION LIST Patent Literature

PTL 1: Japanese Patent No. 4660583

SUMMARY OF INVENTION Technical Problem

However, according to the above conventional art which produces a discontinuous change of a speed reduction ratio by using a combination of a continuously variable transmission and a two-speed sub-transmission at the time of switching between high and low speeds, there has been arising an issue of discomfort felt by a user as a result of speed change shock, or a discontinuous change of acceleration, at the time of absorption of energy corresponding to a relative rotation speed difference produced by the discontinuous change of the speed reduction ratio.

Accordingly, an object of the present invention is to solve the aforementioned issue by providing a driving apparatus for vehicle and a vehicle each preventing discomfort felt by a user as a result of speed change shock, or a discontinuous change of acceleration.

Solution to Problem

In accomplishing these and other objects, according to an aspect of the present invention, there is provided a driving apparatus for vehicle, the apparatus comprising:

a Ravigneaux planetary gear;

a friction clutch; and

a friction brake,

wherein

input paths of two systems and an output path of one system are provided for the Ravigneaux planetary gear, and

continuously variable adjustment of output of the one system is achieved by adjusting each input from the two systems connected to the Ravigneaux planetary gear in an opened state of each of the friction clutch and the friction brake.

In accomplishing these and other objects, according to a different aspect of the present invention, there is provided a vehicle comprising:

a driving apparatus for vehicle that includes a Ravigneaux planetary gear, a friction clutch, and a friction brake, wherein input paths of two systems and an output path of one system are provided for the Ravigneaux planetary gear; and

a controller provided on the vehicle to perform continuously variable control of output of the one system by controlling a rotation direction, a rotation speed, and torque of each input from the two systems connected to the Ravigneaux planetary gear in an opened state of each of the friction clutch and the friction brake.

Advantageous Effects of Invention

According to the aspect of the present invention, continuously variable adjustment of output of one system is achievable by adjusting each input of two systems. Accordingly, discomfort felt by a user as a result of speed change shock or a discontinuous change of acceleration is avoidable.

BRIEF DESCRIPTION OF DRAWINGS

These and other objects and features of the present invention will become apparent in the light of following description relating to preferred embodiments describing the accompanying drawings. In the drawings:

FIG. 1 is a schematic configuration view of a driving apparatus for vehicle according to a first embodiment of the present invention;

FIG. 2 is an alignment chart of an operation state (variable speed, reverse rotation) of the driving apparatus for vehicle according to the first embodiment;

FIG. 3 is an alignment chart of an operation state (fixed reduction ratio, reverse rotation) of the driving apparatus for vehicle according to the first embodiment;

FIG. 4 is an alignment chart of an operation state (variable speed, normal rotation) of the driving apparatus for vehicle according to the first embodiment;

FIG. 5 is an alignment chart of an operation state (fixed reduction ratio, normal rotation) of the driving apparatus for vehicle according to the first embodiment;

FIG. 6 is a schematic configuration view of a driving apparatus for vehicle according to a modified example of the first embodiment of the present invention;

FIG. 7 is a schematic configuration view of a driving apparatus for vehicle according to a different modified example of the first embodiment of the present invention;

FIG. 8 is a schematic configuration view of a driving apparatus for vehicle according to a further different modified example of the first embodiment of the present invention;

FIG. 9 is a schematic configuration view of a vehicle including the driving apparatus for vehicle according to the first embodiment of the present invention;

FIG. 10 is a schematic configuration view of a driving apparatus for vehicle according to a still further different modified example of the first embodiment of the present invention; and

FIG. 11 is a schematic configuration view of a driving apparatus for vehicle according to a still further different modified example of the first embodiment of the present invention.

 DESCRIPTION OF EMBODIMENTS

Embodiments according to the present invention are hereinafter described in detail with reference to the drawings.

First Embodiment

As illustrated in FIG. 1, a driving apparatus for vehicle 513 according to a first embodiment of the present invention includes a Ravigneaux planetary gear 501, a friction clutch 502, a friction brake 503, and a control mechanism 316. Input paths of two systems and an output path of one system are provided for the Ravigneaux planetary gear 501 in this configuration. Continuously variable adjustment (control) of output of the one system is achievable by adjusting (controlling) a rotation direction, a rotation speed, and torque of each input of the two systems connected to the Ravigneaux planetary gear 501 in an opened state of each of the friction clutch 502 and the friction brake 503. A vehicle 591 (see FIG. 9) equipped with the driving apparatus for vehicle 513 according to the first embodiment includes a vehicle-side controller (e.g., engine control unit (ECU)) 590 described below to perform the foregoing control.

According to the first embodiment, a continuously variable sub-transmission is adopted instead of the two-speed sub-transmission to solve the conventional issue. This point is hereinafter detailed.

The Ravigneaux planetary gear 501 includes a first sun gear 504, a second sun gear 505, a first pinion gear 506, a second pinion gear 507, a ring gear 508, and a pinion carrier 509.

Relative rotations of the second pinion gear 507 and the first pinion gear 506 are regulated by the identical pinion carrier 509.

The first sun gear 504 engages with the first pinion gear 506 via the second pinion gear 507.

The second sun gear 505 engages with the first pinion gear 506. The first pinion gear 506 is a gear elongated in the axial direction, and engages with the second sun gear 505 on the downstream side of an engagement portion between the first pinion gear 506 and the second pinion gear 507.

The first pinion gear 506 and the ring gear 508 engage with each other. The ring gear 508 is disposed outside the first pinion gear 506.

A first input path of the input paths of the two systems is connected to the second sun gear 505, while a second input path is connected to the first sun gear 504. The output path of the one system is connected to the ring gear 508.

In an example, the first input path of the input passes of the two systems in FIG. 1 is defined by connection between the second sun gear 505 and a first output shaft 515 of an engine 510 provided as an example of an internal combustion engine. The second input path thereof is defined by connection between a rotation shaft 516 integrally rotating with a rotor 511a of an electric motor 511, and the first sun gear 504. The upstream side of a second output shaft 517 provided as the output path of the one system is connected to the ring gear 508, while the downstream side of the second output shaft 517 is connected to a transmission 512.

A stator 511b for the rotor 511a of the electric motor 511 is fixed to a fixed end (case of driving apparatus for vehicle 513) 520. The rotor 511a rotates relative to the stator 511b.

The friction clutch 502 and the friction brake 503 are also connected to the rotation shaft 516 integrally rotating with the rotor 511a of the electric motor 511. Accordingly, driving is achievable by closing of the friction clutch 502 or the friction brake 503 only with the engine 510 even when electric input from the electric motor 511 becomes zero as a result of no supply of power from a battery.

The friction clutch 502 and the friction brake 503 are configured to be controlled (closed or opened) by closing control under the control mechanism 316. The control mechanism 316 herein is a hydraulic piston or an electric actuator, for example, which independently closes or opens the friction clutch 502 and/or the friction brake 503. For example, the friction clutch 502 transmits torque by an axial press against disks 341 and driven plates 343 alternately overlapped with each other. In this case, a pressing action is achievable by a direct press with a hydraulic piston or by a press with an electric actuator via a bearing. The friction brake 503 stops rotation by an axial press against disks 344 and driven plates 345 alternately overlapped on each other. In this case, a pressing action is achievable by a direct press with a hydraulic piston or by a press with an electric actuator via a bearing.

More specifically, the friction clutch 502 regulates relative rotations of the rotation shaft 516 and the pinion carrier 509 of the Ravigneaux planetary gear 501, while the friction brake 503 regulates relative rotations of the pinion carrier 509 of the Ravigneaux planetary gear 501 and the fixed end (case of driving apparatus for vehicle 513) 520.

The pinion carrier 509 is connected to a driving ring 342 described below.

More specifically, the friction clutch 502 and the friction brake 503 have following configurations as illustrated in FIG. 1.

The annular disks 341 for the friction clutch 502 are connected to an outer surface of an input side member 340 which is concentrically connected to the rotation shaft 516 of the electric motor 511 and integrally rotates with the rotation shaft 516. The driving ring 342, whose rotation axis center is disposed concentrically with the rotation shaft 516, includes on the inner surface side thereof the annular driven plates 343 for the friction clutch 502 facing the disks 341. The driving ring 342 is restricted in the axial direction of the rotation shaft 516. The annular disks 344 for the friction brake 503 are connected to the outer surface side of the driving ring 342. The annular driven plates 345 for the friction brake 503 are connected to the inner circumferential surface of the fixed end (case of driving apparatus for vehicle 513) 520 at positions facing the annular disks 344. Note that the driven plates 345 are restricted in the rotation direction with respect to the fixed end 520, but are movable in the axial direction of the rotation shaft 516. In this manner, the annular disks 341 for the friction clutch 502 and the annular driven plates 343 for the friction clutch 502 are alternately disposed with a clearance left between each other. In addition, the annular disks 344 for the friction brake 503 and the annular driven plates 345 for the friction brake 503 are alternately disposed with a clearance left between each other. Accordingly, the disks 341 and the driven plates 343 disposed adjacent to each other for the friction clutch 502 are allowed to contact with each other with pressure or separate from each other to achieve relative rotation regulation by axial forward or backward movement using a hydraulic piston or an electric actuator, for example, under the closing control by the control mechanism 316. Simultaneously, the disks 344 and the annular driven plates 345 disposed adjacent to each other for the friction brake 503 are allowed to contact with each other with pressure or separate from each other to achieve relative rotation regulation. Note that the disks 344 and the driven plates 345 for the friction brake 503 are allowed to achieve forward and backward movement in the axial direction, while the driving ring 342 is restricted in the axial direction.

The friction clutch 502 is configured to regulate relative rotations of any two elements selected from the first sun gear 504, the second sun gear 505, the pinion carrier 509, and the ring gear 508. The friction brake 503 is configured to regulate relative rotations of the pinion carrier 509 and a fixed end (case of driving apparatus for vehicle 513) 520.

The expression “to regulate” herein refers to any action of forward or backward movement of components in the axial direction by driving of the control mechanism 316 to shift one of the components in the axial direction for contact with each other and thereby achieving connection between the components, to shift one of the components in the axial direction for separation from each other and thereby achieving disconnection between the components, or to shift one of the components in the axial direction for approach to each other and thereby achieving slip between the components with contact therebetween (half-clutch).

An operation of the driving apparatus for vehicle 513 having this configuration is now described.

FIG. 2 is an alignment chart of an operation state (variable speed, reverse rotation) of the driving apparatus for vehicle 513. FIG. 3 is an alignment chart of an operation state (fixed reduction ratio, reverse rotation) of the driving apparatus for vehicle 513. FIG. 4 is an alignment chart of an operation state (variable speed, normal rotation) of the driving apparatus for vehicle 513. FIG. 5 is an alignment chart of an operation state (fixed reduction ratio, normal rotation) of the driving apparatus for vehicle 513.

Each of FIGS. 2 to 5 herein is an alignment chart showing a mechanical relationship between rotation speeds and torques of respective rotation elements in the driving apparatus for vehicle 513. Four vertical lines in a horizontal-axis X direction in each of the alignment charts in FIGS. 2 to 5 represent a gear ratio relationships of rotation elements, i.e., the second sun gear 505, the pinion carrier 509, the ring gear 508, and the first sun gear 504 of the Ravigneaux planetary gear 501 in this order from the left in the chart, respectively. Each of the four vertical lines indicates two-dimensional coordinates expressing a relative rotation speed in the vertical-axis Y direction. One dotted oblique line indicates rotation speeds, i.e., respective rotation speeds of the electric motor 511 and the engine 510 provided as an example of an internal combustion engine connected to the output shaft.

FIG. 2 illustrates a continuously variable transmission mode of the driving apparatus for vehicle 513. In this mode, the engine 510 and the electric motor 511 have a relationship of reversed rotation directions. Accordingly, the second sun gear 505 (input) and the ring gear 508 (output) have a relationship of reversed rotation directions. In addition, a value of output from the ring gear 508 is adjustable by any speed reduction ratio obtained by adjusting the rotation speed of the electric motor 511 connected to the first sun gear 504 via the rotation shaft 516 and the rotation speed of the engine 510 connected to the second sun gear 505 via the first output shaft 515 in a free state of the pinion carrier 509 without closing of the friction clutch 502 and the friction brake 503 by the control mechanism 316. The rotation direction, the rotation speed, and the torque output from the ring gear 508 are determined in accordance with the rotation directions, the rotation speeds, and the torque of the engine 510 and the electric motor 511 (as for relationship between rotation speeds and torques, see dotted line indicating linear relationship on alignment chart). The respective rotation directions, the rotation speeds, and the torques of the engine 510 and the electric motor 511 herein are not determined simply by the single driving apparatus for vehicle 513. Instead, the operation states of the engine 510 and the electric motor 511 are determined and controlled based on comprehensive determination made by the controller (engine control unit (ECU) or the like) 590 at the side of the vehicle equipped with the driving apparatus for vehicle 513 based on a request from a user with reference to respective degrees of efficiency of the engine 510 and the electric motor 511, a state of a battery, or other conditions.

FIG. 3 shows a fixed speed reduction ratio mode of the driving apparatus for vehicle 513. In this mode, the second sun gear 505 (input) and the ring gear 508 (output) have a relationship of reversed rotation directions. In addition, the speed reduction ratio is fixed when the pinion carrier 509 is fixed by closing of the friction brake 503 under the control mechanism 316. Accordingly, a rotation speed of the electric motor 511 connected to the first sun gear 504 and a value of output from the ring gear 508 are determined when the rotation speed of the engine 510 connected to the second sun gear 505 is determined.

FIG. 4 shows a continuously variable transmission mode of the driving apparatus for vehicle 513, where the second sun gear 505 (input) and the ring gear 508 (output) have a relationship of rotations in the same direction. In addition, the rotation direction of output from the ring gear 508 is equalized when the rotation direction of the electric motor 511 connected to the first sun gear 504 is equalized with the rotation direction of the engine 510 connected to the second sun gear 505 by equalization of the rotation directions of the engine 510 and the electric motor 511 in a free state of the pinion carrier 509 without closing of the friction clutch 502 and the friction brake 503 by the control mechanism 316. Moreover, a value of output from the ring gear 508 is adjustable by any speed reduction ratio obtained by adjusting the rotation speed of the electric motor 511 connected to the first sun gear 504 and the rotation speed of the engine 510 connected to the second sun gear 505. Note herein that input and output rotate in the same direction when the engine 510 and the electric motor 511 rotate in the same rotation direction. The normal rotation and reverse rotation, and adjustment of the rotation speed of the electric motor 511 are achievable by using the controller (e.g., inverter) 590.

FIG. 5 shows a fixed speed reduction ratio mode of the driving apparatus for vehicle 513, where the second sun gear 505 (input) and the ring gear 508 (output) have a relationship of rotations in the same direction. In addition, the speed reduction ratio is fixed to 1 by connection between the pinion carrier 509 and the first sun gear 504 via the friction clutch 502 connected to the pinion carrier 509 by driving of the control mechanism 316. In this case, a rotation speed of the electric motor 511 connected to the first sun gear 504 and a value of output from the ring gear 508 are determined when the rotation speed of the engine 510 connected to the second sun gear 505 is determined.

When the transmission 512 is a CVT, the transmission 512 may be configured by a pair of pulleys 311b (only one of pulleys 311b is shown, and the other pulley is not shown) capable of adjusting a distance between opposed sheave surfaces 311a, and a band-shaped member 311c such as a belt or a chain laid between the pair of pulleys 311b.

According to the first embodiment as described above, the issue of speed change shock or a feeling of discontinuity of acceleration can be solved by making at least continuous (smooth) adjustment of input of the two systems. In other words, there occurs an issue of speed change shock or a feeling of discontinuity of acceleration at the time of rapid regulation of relative rotations by using elements allowing a slight slip but only producing substantially two states of on and off (i.e., discontinuous elements), such as a friction clutch and a friction brake. In this case, the user may be shocked, for example, at the time of an instantaneous stop (brake) of a driving electric motor, for example.

More specifically, in comparison with the two-speed sub-transmission which switches between high and low speeds in Patent Literature 3, the first embodiment adopting the continuously variable sub-transmission can eliminate speed change shock caused by a speed change of the sub-transmission, or discomfort felt by a user as a result of a discontinuous change of acceleration. Moreover, the driving apparatus for vehicle 513 functions as a continuously variable sub-transmission when combined with the existing transmission 512. Accordingly, a transmission gear ratio range (ratio coverage) of the existing transmission 512 expands, wherefore traveling performance and fuel consumption of the vehicle can improve. Moreover, the driving apparatus for vehicle 513 functioning as a continuously variable sub-transmission achieves smooth operation. Furthermore, addition of the electric motor 511 can improve fuel consumption of the vehicle.

In a modified example of the first embodiment, as illustrated in FIG. 6, the input paths of the two systems may be constituted by a first input path defined by connection between the second sun gear 505 and the electric motor 511, and a second input path defined by connection between the first sun gear 504 and the engine 510 provided as an example of an internal combustion engine to make connection between the friction brake 503 and the ring gear 508, and between the output 517 and the pinion carrier 509. Note that the control mechanism 316 is capable of shifting the disks and the driven plates forward and backward in the axial direction to perform closing control of the friction clutch 502 and the friction brake 503. According to this modified example, effects similar to the effects of the first embodiment can be obtained.

In a different modified example illustrated in FIG. 7, the input paths of the two systems may be constituted by a first input path defined by connection between the second sun gear 505 and the first electric motor 511 provided as a first electric motor, and a second input path defined by connection between the first sun gear 504 and a second electric motor 531. A stator 531b for the rotor 531a of the electric motor 531 is fixed to the fixed end (case of driving apparatus for vehicle 513) 520. The rotor 531a rotates relative to the stator 531b. Note that the second electric motor 531 in FIG. 7 is disposed at the position of the electric motor 511 in FIG. 1. The first electric motor 511 is disposed on the upstream side of the second electric motor 531 in such a manner as to connect with the first output shaft 515 on the downstream side of a torsional vibration damper 521.

According to this different modified example, following effects can be obtained. Generally, an electric motor is required to use a range of small load and low efficiency when necessary driving force is small during driving of a vehicle. In this case, either the first electric motor 511 or the second electric motor 531 is used as an electric motor for driving, while the other of the first and second electric motors 511 and 531 is used as a power generator, i.e., an electric motor for load. According to this configuration, the electric motor for driving is driven in a range of larger load and higher efficiency, while power exceeding driving force necessary for vehicle driving is generated by the other electric motor, and can be stored as electrical energy. The electrical energy stored herein can be used for subsequent vehicle driving. When necessary driving force for driving a vehicle is large in an opposite case, an electric motor is required to use a large load and low efficiency range. In this case, driving force is shared by the first electric motor 511 and the second electric motor 531 to lower each load of the electric motors and achieve driving in a high efficiency range.

In a further different modified example, as illustrated in FIG. 8, a different clutch 540 may be added between the torsional vibration damper 521 and the second sun gear 505 to allow separation of the engine 510. The damper 521 is a damper provided for transmitting a torque of the engine 510, and absorbing and isolating torsional vibration. An input side member 540a of the different clutch 540 is connected to the downstream side of the torsional vibration damper 521, while an output side member 540b disposed adjacent to the input side member 540a and facing the input side member 540a is connected to an output shaft 541 of the different clutch 540. The output shaft 541 is connected to the second sun gear 505. Accordingly, torque of the engine 510 is transmitted to the output shaft 541 during closing between the input side member 540a and the output side member 540b. However, torque of the engine 510 is not transmitted to the output shaft 541 during separation between the input side member 540a and the output side member 540b.

According to this different modified example, losses produced by corotation of the engine 510 (friction and pumping losses) can be eliminated when the vehicle is driven only by the electric motor 511, or when kinetic energy of the vehicle is regenerated into electrical energy by the electric motor 511. Accordingly, efficiency during driving and a regeneration quantity can improve.

Furthermore, following two combinations may be adopted as modified examples of the combination of any two elements selected from the first sun gear 504, the second sun gear 505, the pinion carrier 509, and the ring gear 508 in the first embodiment as a combination of relative rotations regulated by the friction clutch 502, as well as the combination of the first sun gear 504 and the pinion carrier 509 as described above.

FIG. 10 illustrates a modified example which positions the friction clutch 502 between the pinion carrier 509 and the ring gear 508. More specifically, the pinion carrier 509 and the driving ring 342 are connected to each other. The annular disks 341 for the friction clutch 502 are connected to an outer surface of a ring member 340a. The ring member 340a in this condition is connected to the ring gear 508 and the second output shaft 517.

FIG. 11 illustrates another modified example which positions the friction clutch 502 between the first sun gear 504 and the second sun gear 505. More specifically, the first sun gear 504 is connected via the rotation shaft 516 to a rotation ring 342c which integrally rotates with the rotor 511a of the electric motor 511. Moreover, the annular disks 341 for the friction clutch 502 are connected to an outer surface of the first output shaft 515. The first output shaft 515 in this condition is connected to the second sun gear 505.

According to the foregoing three configuration examples in total, i.e., the embodiment in FIG. 1, the modified example in FIG. 10, and the modified example in FIG. 11, effects produced by the friction clutch 502 can be basically obtained as common effects. However, in view of drag torque of the friction clutch 502 during closing of the friction brake 503 disposed between the pinion carrier 509 and the fixed end 520 (i.e., during relative rotations of disks 341 and plates 343 with friction clutch 502 opened), following differences are produced. Specific description is made below.

(1) According to the configuration example in FIG. 1, a relative rotation speed difference is produced between the disks 341 and the plates 343 of the friction clutch 502 by an amount of a length of a downward arrow put for the first sun gear 504 in FIG. 3.

(2) According to the configuration example in FIG. 10, a relative rotation speed difference is produced between the disks 341 and the plates 343 of the friction clutch 502 by an amount of a length of a downward arrow put for the ring gear 508 in FIG. 3.

(3) According to the configuration example in FIG. 11, a relative rotation speed difference is produced between the disks 341 and the plates 343 of the friction clutch 502 by an amount of the sum of a length of an upward arrow put for the second sun gear 505 and the length of the downward arrow put for the first sun gear 504 in FIG. 3.

Summarizing above, the respective levels of the relative rotation speed difference have a relationship of: configuration example (2) in FIG. 10<configuration example (1) in FIG. 1<configuration example (3) in FIG. 11. Regarding problems caused by a relative rotation speed difference, in the opened state of the friction clutch 502, a state close to a no-torque transmission state is basically produced. However, in case of a wet clutch or the like which has lubricant between disks and plates even in an opened state, a viscous resistance component in a shearing direction remains, and causes drag torque, i.e., power losses.

Accordingly, in view of drag torque, the order of excellency of the respective configuration examples is considered as the configuration example (2) in FIG. 10, the configuration example (1) in FIG. 1, and the configuration example (3) in FIG. 11 in the descending order.

By properly combining the arbitrary embodiment(s) or modified example(s) of the aforementioned various embodiments and modified example(s), the effects possessed by the embodiment(s) or modified example(s) can be produced. Moreover, combinations of the embodiments, combinations of the working examples, and combinations of the embodiment(s) and the working example(s) may be made. Furthermore, combinations of the features included in the different embodiments or working examples may be made.

Although the present invention has been fully described in connection with the embodiments thereof with reference to the accompanying drawings, it is to be noted that various changes and modifications are apparent to those skilled in the art. Such changes and modifications are to be understood as included within the scope of the present invention as defined by the appended claims unless they depart therefrom.

INDUSTRIAL APPLICABILITY

A driving apparatus for vehicle and a vehicle according to the present invention prevent discomfort felt by a user as a result of speed change shock or a discontinuous change of acceleration, and are therefore useful when applied to various types of vehicle including a compact automobile.

REFERENCE SIGNS LIST

    • 311a. sheave surface
    • 311b. pulley
    • 311c. band-shaped member
    • 316. control mechanism
    • 340. input side member
    • 340a. ring member
    • 341. disk
    • 342, 342b. driving ring
    • 342c. rotation ring
    • 343. driven plate
    • 344. disk
    • 345. driven plate
    • 501. Ravigneaux planetary gear
    • 502. friction clutch
    • 503. friction brake
    • 504. first sun gear
    • 505. second sun gear
    • 506. first pinion gear
    • 507. second pinion gear
    • 508. ring gear
    • 509. pinion carrier
    • 510. engine
    • 511. electric motor
    • 511a. rotor
    • 511b. stator
    • 512. transmission
    • 513. driving apparatus for vehicle
    • 515. first output shaft
    • 516. rotation shaft
    • 517. second output shaft
    • 520. fixed end (case of driving apparatus for vehicle)
    • 521. torsional vibration damper
    • 531. second electric motor
    • 531a. rotor
    • 531b. stator
    • 540. different clutch
    • 540a. input side member
    • 540b. output side member
    • 541. output shaft
    • 590. controller
    • 591. vehicle

Claims

1-11. (canceled)

12. A driving apparatus for vehicle, the apparatus comprising:

a Ravigneaux planetary gear;
a friction clutch; and
a friction brake,
wherein
input paths of two systems and an output path of one system are provided for the Ravigneaux planetary gear, and
continuously variable adjustment of output of the one system is achieved by adjusting a rotation direction, a rotation speed, and torque of each input from the two systems connected to the Ravigneaux planetary gear in an opened state of each of the friction clutch and the friction brake.

13. The driving apparatus for vehicle according to claim 12, wherein the Ravigneaux planetary gear includes a first sun gear, a second sun gear, a first pinion gear, a second pinion gear, a ring gear, and a pinion carrier.

14. The driving apparatus for vehicle according to claim 13, wherein

relative rotations of the second pinion gear and the first pinion gear are regulated by the identical pinion carrier,
the first sun gear engages with the first pinion gear via the second pinion gear,
the second sun gear engages with the first pinion gear, and
the first pinion gear engages with the ring gear.

15. The driving apparatus for vehicle according to claim 13, wherein

the input paths of the two systems are connected such that a first input path of the input paths is connected to the second sun gear, and that a second input path of the input paths is connected to the first sun gear, and
the output path of the one system is connected to the ring gear.

16. The driving apparatus for vehicle according to claim 14, wherein

the input paths of the two systems are connected such that a first input path of the input paths is connected to the second sun gear, and that a second input path of the input paths is connected to the first sun gear, and
the output path of the one system is connected to the ring gear.

17. The driving apparatus for vehicle according to claim 12, wherein the input paths of the two systems are connected such that a first input path of the input paths is connected to an internal combustion engine, and a second input path of the input paths is connected to an electric motor.

18. The driving apparatus for vehicle according to claim 13, wherein the input paths of the two systems are connected such that a first input path of the input paths is connected to an internal combustion engine, and a second input path of the input paths is connected to an electric motor.

19. The driving apparatus for vehicle according to claim 14, wherein the input paths of the two systems are connected such that a first input path of the input paths is connected to an internal combustion engine, and a second input path of the input paths is connected to an electric motor.

20. The driving apparatus for vehicle according to claim 14, the apparatus further comprising:

a friction clutch that regulates relative rotations of the first sun gear and the pinion carrier of the Ravigneaux planetary gear;
a friction brake that regulates relative rotations of the pinion carrier of the Ravigneaux planetary gear and a case of the driving apparatus for vehicle; and
a control mechanism that closes and opens each of the friction clutch and the friction brake, wherein
continuously variable adjustment of output of the one system is achieved by adjustment of each input from the two systems, the adjustment of each input being achieved by closing or opening each of the friction clutch and the friction brake by using the control mechanism.

21. The driving apparatus for vehicle according to claim 20, wherein

a continuously variable transmission mode is achieved by
equalizing a rotation direction of output from the ring gear with a rotation direction of an electric motor connected to the first sun gear and a rotation direction of an engine connected to the second sun gear by equalization between the rotation direction of the electric motor and the rotation direction of the engine in an opened state of each of the friction clutch and the friction brake achieved by the control mechanism, in a state of equalization between the rotation directions of the second sun gear and the ring gear, and in a free state of the pinion carrier, and by
adjusting a value of output from the ring gear by any speed reduction ratio obtained by adjustment of the rotation speed of the electric motor connected to the first sun gear and the rotation speed of the engine connected to the second sun gear.

22. The driving apparatus for vehicle according to claim 15, wherein the input paths of the two systems are connected such that the first input path of the input paths is connected to an electric motor, and the second input path of the input paths is connected to an internal combustion engine.

23. The driving apparatus for vehicle according to claim 16, wherein the input paths of the two systems are connected such that the first input path of the input paths is connected to an electric motor, and the second input path of the input paths is connected to an internal combustion engine.

24. The driving apparatus for vehicle according to claim 12, wherein the input paths of the two systems are connected such that a first input path of the input paths is connected to a first electric motor, and a second input path of the input paths is connected to a second electric motor.

25. The driving apparatus for vehicle according to claim 13, wherein the input paths of the two systems are connected such that a first input path of the input paths is connected to a first electric motor, and a second input path of the input paths is connected to a second electric motor.

26. The driving apparatus for vehicle according to claim 14, wherein the input paths of the two systems are connected such that a first input path of the input paths is connected to a first electric motor, and a second input path of the input paths is connected to a second electric motor.

27. The driving apparatus for vehicle according to claim 14, the apparatus further comprising:

a friction clutch that regulates relative rotations of any two elements selected from the first sun gear, the second sun gear, the pinion carrier, and the ring gear;
a friction brake that regulates relative rotations of the pinion carrier and a case of the driving apparatus for vehicle; and
a control mechanism that closes and opens each of the friction clutch and the friction brake, wherein
the control mechanism opens each of the friction clutch and the friction brake and adjusts each input of the two systems to achieve continuously variable adjustment of output from the one system.

28. A vehicle comprising:

a driving apparatus for vehicle that includes a Ravigneaux planetary gear, a friction clutch, and a friction brake, wherein input paths of two systems and an output path of one system are provided for the Ravigneaux planetary gear; and
a controller provided on the vehicle to perform continuously variable control of output of the one system by controlling a rotation direction, a rotation speed, and torque of each input from the two systems connected to the Ravigneaux planetary gear in an opened state of each of the friction clutch and the friction brake.
Patent History
Publication number: 20180304896
Type: Application
Filed: Oct 13, 2016
Publication Date: Oct 25, 2018
Applicant: EXEDY CORPORATION (Neyagawa-shi, Osaka)
Inventors: Hitoshi KATSURA (Neyagawa-shi), Kohsuke MURATA (Neyagawa-shi), Taichi KITAMURA (Neyagawa-shi)
Application Number: 15/769,176
Classifications
International Classification: B60W 30/19 (20060101); B60K 6/40 (20060101); B60K 6/365 (20060101); B60K 6/543 (20060101); B60K 6/38 (20060101); F16D 67/02 (20060101); B60W 20/10 (20060101); B60W 10/06 (20060101); B60W 10/08 (20060101); B60W 10/02 (20060101); F16H 3/72 (20060101); B60W 10/115 (20060101); F16H 37/02 (20060101);