JP2011025911A - Automatic transmission for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an automatic transmission for a hybrid vehicle restraining the length of the shaft length. <P>SOLUTION: This automatic transmission 1 has a first driving gear shaft 51 for journaling driving gears G3a and G5a of respective gear trains G3 and G5 of an odd number in order of the gear ratio, a second driving gear shaft 52 for journaling driving gears G2a and G4a of respective gear trains G2 and G4 of an even number in order of the gear ratio, a first clutch C1 for releasably transmitting rotation of an input shaft 4 to the first driving gear shaft 51, a second clutch C2 for releasably transmitting the rotation of the input shaft 4 to the second driving gear shaft 52, and first and second two electric motors 31 and 32. The first electric motor 31 is arranged outside in the radial direction of the first clutch C1, and the second electric motor 32 is arranged outside in the radial direction of the second clutch C2. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to an automatic transmission for a hybrid vehicle including an internal combustion engine and an electric motor.

  Conventionally, a plurality of gear trains having different gear ratios interposed between an input shaft and an output shaft for inputting power of an internal combustion engine, and drive gears of each odd-numbered gear train in the gear ratio order are rotatably shafts. A first driving gear shaft to be supported, a second driving gear shaft that rotatably supports the driving gear of each even-numbered gear train in the gear ratio order, and a rotation of the input shaft that can be released to the first driving gear shaft. A first clutch for transmission, a second clutch for releasably transmitting rotation of the input shaft to the second drive gear shaft, a driven gear of each gear train fixed to the output shaft, and an axis of the second drive gear shaft 2. Description of the Related Art An automatic transmission for a hybrid vehicle that includes one electric motor provided on the vehicle is known (see, for example, Patent Document 1).

JP 2002-89594 A (FIG. 1)

  In the conventional automatic transmission, since the electric motor is provided on the axis of the second drive gear shaft, the shaft length becomes long and the miniaturization cannot be achieved. For this reason, for example, it is difficult to place the vehicle horizontally in a relatively narrow engine room of an FF vehicle (mounted with the axial length direction facing the vehicle width direction).

  In view of the above, an object of the present invention is to provide an automatic transmission for a hybrid vehicle with a reduced axial length.

  [1] In order to achieve the above object, according to the present invention, there are provided a plurality of gear trains having different gear ratios for establishing a plurality of shift stages between an input shaft for inputting power of an internal combustion engine and an output shaft. An automatic transmission for a hybrid vehicle including an electric motor having a stator and a rotor, wherein the drive gear of each gear train of an odd-numbered or even-numbered gear stage in a gear ratio order is rotatably supported. A first drive gear shaft that rotates, a second drive gear shaft that rotatably supports a drive gear of each gear train of an even-numbered or odd-numbered gear stage in a gear ratio order, and rotation of the input shaft in the first A first clutch for releasably transmitting to the drive gear shaft; a second clutch for releasably transmitting rotation of the input shaft to the second drive gear shaft; and a driven gear of each gear train fixed to the output shaft. And a drive gear supported by the first drive gear shaft. A first synchromesh mechanism coupled to the first drive gear shaft for selectively establishing one of the gear trains having a drive gear supported by the first drive gear shaft; and the second drive gear shaft; A second synchronous meshing mechanism for connecting a shaft-supported drive gear to the second drive gear shaft and selectively establishing one of the gear trains having the drive gear supported by the second drive gear shaft; The first clutch includes a first inner hub coupled to the input shaft, and a first outer drum coupled to the first drive gear shaft, and the second clutch includes the input shaft. A second inner hub connected to the second drive gear shaft, and a second outer drum connected to the second drive gear shaft, wherein the electric motor is composed of first and second electric motors, The first rotor is connected to the outer periphery of the first outer drum, and the second rotor of the second electric motor Characterized in that it is connected to the outer periphery of the second outer drum.

  According to the present invention, the first motor is disposed radially outward of the first clutch and the second motor is disposed radially outward of the second clutch. Therefore, the motor and the clutch are arranged side by side in the axial direction. Compared to the above, an increase in axial length can be prevented.

  In the present invention, the inner hub of each clutch is connected to the input shaft, each outer drum is connected to the corresponding drive gear shaft, and the rotor of each electric motor is connected to the outer periphery of the corresponding outer drum. Accordingly, any of the electric motors can be freely separated from the internal combustion engine, and the internal combustion engine can be started by the other electric motor while traveling by the one electric motor.

  Furthermore, in the present invention, the first rotor of the first electric motor is connected to the first outer drum of the first clutch, and the second rotor of the second electric motor is connected to the second outer drum of the second clutch. When the gear stage is established by each gear train of the drive gear supported on one drive gear shaft, the first electric motor can travel, and the gear stage of the drive gear supported on the second drive gear shaft is used. Can be driven by the second electric motor. Therefore, EV (Electric Vehicle) traveling by an electric motor can be performed without using a clutch at all gear positions.

  [2] In the present invention, the first drive gear shaft is configured to be hollow, the input shaft is inserted in a relatively rotatable manner, the second drive gear shaft is disposed parallel to the input shaft, and the second outer drum is mounted on the second outer drum. The second drive gear shaft is connected via an idle gear train comprising a first connection gear to be connected, a second connection gear fixed to the second drive gear shaft, and an idle gear meshing with the first connection gear and the second connection gear. At least one driven gear among the driven gears of each gear train that transmits the rotation of the input shaft to the output shaft is connected to any one of the odd-numbered gear trains in the gear ratio order. In addition to the driven gear, it is preferable that the shared driven gear be a shared driven gear that is also the driven gear of any one of the even-numbered gear trains in the gear ratio order.

  According to such a configuration, by sharing the driven gear, two gear trains can be arranged at the same position in the axial direction of the input shaft, and the shaft length can be further shortened.

  Also, the two drive gears meshed with the shared driven gear can be driven by the corresponding electric motors, and a large driving force can be obtained by synthesizing the output torques of the two electric motors.

  [3] Here, when the shared driven gear is used, the number of teeth of the joint driven gear cannot be changed to change the gear ratio of one of the two gear trains using the shared driven gear. This can be dealt with only by changing the number of teeth of the drive gear. However, in order to change the number of teeth of the drive gear, it is necessary to change the distance between the shafts of the drive gear and the driven gear, which involves a significant layout change, which reduces the degree of freedom in setting the gear ratio. .

  In this case, if the rotational speed of the input shaft is increased and transmitted to the second drive gear shaft in the idle gear train, the second drive gear shaft rotates at a higher speed than the first drive gear shaft, and the second drive The drive gear supported by the gear shaft can be used as the drive gear for the high-speed gear train. Then, by adjusting the gear ratio of the idle gear train, the gear ratio of the gear stage corresponding to the gear train in which the drive gear is supported on the second drive gear shaft can be adjusted without changing the inter-shaft distance. The degree of freedom in setting the gear ratio of each gear stage can be improved.

  [4] In the present invention, it is preferable to provide an idle gear on the reverse shaft that pivotally supports the reverse gear. According to such a configuration, it is not necessary to separately provide an idle gear shaft, and the rotation of the input shaft can be transmitted to the reverse shaft using the idle gear train, and the rotation of the input shaft is transmitted to the reverse shaft. There is no need to provide a separate gear train for the purpose. Therefore, the configuration of the transmission can be greatly simplified and the size can be reduced.

  [5] In the present invention, an idle top driven gear meshing with the first connection gear is rotatably supported on the output shaft, and the idle top driven gear is fixed to the output shaft so as to be released. A gear train that is provided with a synchronous meshing mechanism and is composed of a first connecting gear and an idle top driven gear is a gear train having the smallest speed ratio among the even-numbered or odd-numbered speed stages in the speed ratio order. It is preferable that

  According to such a configuration, since the first connection gear also serves as the drive gear, the configuration can be simplified, and the gear meshing can be achieved at the gear stage of the gear train including the first connection gear and the idle top driven gear. The transmission efficiency can be improved as compared with the case where the number of times is one and the drive gear of this shift stage is provided on the second drive gear shaft.

The skeleton figure which shows 1st Embodiment of the automatic transmission for hybrid vehicles of this invention. The skeleton figure which shows 2nd Embodiment of the automatic transmission for hybrid vehicles of this invention.

[First Embodiment]
A first embodiment of an automatic transmission for a hybrid vehicle of the present invention will be described with reference to FIG. The automatic transmission 1 according to the first embodiment includes an internal combustion engine 2 formed of an engine and first and second electric motors 31 and 32 formed of a motor / generator as drive sources. The first motor 31 has a larger capacity than the second motor 32.

  The automatic transmission 1 includes an input shaft 4 for inputting power of the internal combustion engine 2, a hollow first drive gear shaft 51 that is inserted into the input shaft 4 and is rotatable with respect to the input shaft 4, and the input shaft 4. A second drive gear shaft 52 arranged in parallel with a gap; a reverse shaft 61 arranged in parallel with the input shaft 4 with a gap and rotatably supporting the reverse gear GR; and an input shaft 4 and an output shaft 7 arranged in parallel with a gap. In addition, first to sixth gear trains G1 to G6 having different gear ratios are provided.

  The first drive gear shaft 51 is connected to the first speed drive gear G1a of the first speed gear train G1 via the one-way clutch F1. When the first drive gear shaft 51 rotates forward (rotates in the direction in which the vehicle moves forward) with respect to the first speed drive gear G1a, the first speed drive gear G1a rotates together with the first drive gear shaft 51.

  On the other hand, when the first drive gear shaft 51 rotates reversely (rotates in the direction in which the vehicle moves backward) with respect to the first speed drive gear G1a, the first speed drive gear G1a is pivotally supported by the first drive gear shaft 51. In this state, it rotates relative to the first drive gear shaft 51.

  The first drive gear shaft 51 is rotatably supported by a third speed drive gear G3a of the third speed gear train G3 and a fifth speed drive gear G5a of the fifth speed gear train G5. The first drive gear shaft 51 is provided with a first synchronous meshing mechanism S1 (synchromesh mechanism). The first synchromesh mechanism S1 is in a third speed side connection state where the third speed drive gear G3a and the first drive gear shaft 51 are connected, and on the fifth speed side where the fifth speed drive gear G5a and the first drive gear shaft 51 are connected. Any one of a connected state and a neutral state in which the connection between the third speed drive gear G3a and the first drive gear shaft 51 is disconnected and the connection between the fifth speed drive gear G5a and the first drive gear shaft 51 is also disconnected. It is configured to be freely switchable.

  A first-speed driven gear G1b of a first-speed gear train G1 that meshes with the first-speed drive gear G1a is rotatably supported on the output shaft 7. The output shaft 7 is fixed with a third speed driven gear G3b of the third speed gear train G3 meshing with the third speed drive gear G3a and a fifth speed driven gear G5b of the fifth speed gear train G5 meshing with the fifth speed drive gear G5a. ing.

  A first clutch C1 that releasably connects the input shaft 4 and the first drive gear shaft 51 is provided at one end of the input shaft 4 on the internal combustion engine 2 side. A second clutch C <b> 2 is provided at the other end of the input shaft 4.

  Both clutches C1 and C2 are constituted by wet multi-plate clutches, and inner hubs C1a and C2a (clutch hubs) that hold a plurality of inner plates (not shown) slidably in the axial direction, and a plurality of outer plates (not shown). Are provided with outer drums C1b and C2b (clutch drums) that are slidably held in the axial direction.

  The inner hubs C1a and C2a are fixed to the input shaft 4. The outer drum C1b is connected to the first drive gear shaft 51. A 6-speed drive gear G6a of a 6-speed gear train G6 is rotatably supported on the input shaft 4. The outer drum C2b of the second clutch C2 is connected to a sixth speed drive gear G6a. In the first embodiment, the sixth speed drive gear G6a corresponds to the first connecting gear.

  A 6-speed driven gear G6b of a 6-speed gear train G6 that meshes with the 6-speed drive gear G6a is rotatably supported on the output shaft 7. In the first embodiment, the sixth speed driven gear G6b corresponds to an idle top driven gear. In the first embodiment, the sixth speed gear train G6 corresponds to the gear position having the smallest gear ratio among the plurality of even-numbered gear positions in the gear ratio order.

  An idle gear Gia that meshes with the sixth speed drive gear G6a of the sixth speed gear train G6 is fixed to the reverse shaft 61. A second connecting gear Gib that meshes with the idle gear Gia is fixed to the second drive gear shaft 52.

  In the first embodiment, the sixth gear drive gear G6a, the idle gear Gia, and the second connection gear Gib, which are first connection gears, constitute an idle gear train Gi. In the automatic transmission 1 of the first embodiment, since the idle gear Gia is fixed to the reverse shaft 61, there is no need to separately provide an idle shaft for the idle gear Gia, and the automatic transmission 1 can be downsized. it can.

  Further, as the gear train for transmitting the rotation of the input shaft 4 to the reverse shaft 61, a gear train composed of the 6th speed drive gear G6a and the idle gear Gia as the first connecting gear is used. Therefore, the configuration can be simplified and the size can be reduced.

  Further, a 6-speed gear train is constituted by a 6-speed drive gear G6a as the first connecting gear of the idle gear train Gi and a 6-speed driven gear G6b as the idle top driven gear, thereby driving one gear of the idle gear train Gi. As a gear, the configuration is simplified, and when the sixth gear is established, the number of meshing of the gears can be reduced to one. Compared with the case where the sixth drive gear G6a is provided on the second drive gear shaft 52. Thus, the transmission efficiency can be improved.

  When the first clutch C1 is engaged, the input shaft 4 and the first drive gear shaft 51 are connected, and when the first clutch C1 is released, the input shaft 4 and the first drive gear shaft 51 are connected. It becomes an open state in which the connection is broken. When the second clutch C2 is engaged, the input shaft 4 and the sixth speed drive gear G6a are connected. When the second clutch C2 is released, the input shaft 4 and the sixth speed drive gear G6a are connected. It becomes an open state in which the connection is broken.

  The second drive gear shaft 52 is rotatably supported by a second speed drive gear G2a of a second speed gear train G2 that meshes with the first speed driven gear G1b. That is, the first speed driven gear G1b also serves as the second speed driven gear G2b, and corresponds to the first shared driven gear in the first embodiment.

  The second drive gear shaft 52 is rotatably supported by a fourth speed drive gear G4a of a fourth speed gear train G4 that meshes with the third speed driven gear G3b. That is, the third speed driven gear G3b also serves as the fourth speed driven gear G4b and corresponds to the second shared driven gear in the first embodiment.

  Thus, by sharing the driven gear, two gear trains can be arranged at the same position in the axial direction of the input shaft 4, and the shaft length can be greatly shortened.

  The second drive gear shaft 52 is provided with a second synchromesh mechanism S2. The second synchromesh mechanism S2 is in a second speed side connection state where the second speed drive gear G2a and the second drive gear shaft 52 are connected, and on the fourth speed side where the fourth speed drive gear G4a and the second drive gear shaft 52 are connected. The connection state is configured to be switchable to any one of a neutral state in which the connection between the second-speed drive gear G2a and the fourth-speed drive gear G4a and the second drive gear shaft 52 is disconnected.

  The output shaft 7 is provided with a third synchronous meshing mechanism S3. The third synchromesh mechanism S3 includes a first-speed driven state in which the first-speed driven gear G1b and the output shaft 7 are connected, a sixth-speed-side connected state in which the sixth-speed driven gear G6b and the output shaft 7 are connected, and a first-speed driven. The gear G1b and the sixth speed driven gear G6b and the output shaft 7 are configured to be switchable to any one of the neutral states in which the connection between the output shaft 7 is cut off. The output shaft 7 is fixed with an output gear 7a for transmitting power to the left and right front wheels via a differential gear (not shown).

  The number of teeth of the second connecting gear Gib is set to be smaller than the number of teeth of the sixth speed driving gear G6a as the first connecting gear, and the rotational speed of the sixth speed driving gear G6a is “the teeth of the sixth speed driving gear G6a”. The number is increased to “number / the number of teeth of the second connecting gear Gib” and transmitted to the second drive gear shaft 52.

  With this configuration, the second drive gear shaft 52 rotates at a higher speed than the first drive gear shaft 51, and the first-speed gear train G1 and the second-speed gear train, and the third-speed gear train and the fourth-speed gear train. Even when there is no difference in gear ratio or when there is almost no difference, the gear ratios of the second speed stage and the fourth speed stage can be appropriately set by the idle gear train Gi.

  Further, by adjusting the gear ratio of the idle gear train Gi (the number of teeth of the second connecting gear Gib / the number of teeth of the sixth speed driving gear G6a as the first connecting gear), the second driving gear shaft 52 and the output shaft 7 The gear ratios of the second gear and the fourth gear can be adjusted without changing the inter-shaft distance, and the degree of freedom in changing the design of the gear ratio of the gear can be improved.

  The reverse gear GR meshes with the first speed driven gear G1b and is releasably coupled to the reverse shaft 61 by a fourth synchronous meshing mechanism S4 provided on the reverse shaft 61. The fourth synchronous meshing mechanism S4 is not limited to the synchromesh mechanism as long as it can releasably connect the reverse gear GR and the reverse shaft 61. For example, a chamfer or the like may be used. In the fourth synchromesh mechanism S4, a state where the reverse gear GR and the reverse shaft 61 are connected is defined as a connected state, and a state where this connection is disconnected is defined as a neutral state.

  Both electric motors 31 and 32 are hollow and include stators 31a and 32a and rotors 31b and 32b. The first electric motor 31 is disposed radially outward of the first clutch C1, and the rotor 31b is fixed to the outer peripheral surface of the first clutch drum C1b. The second electric motor 32 is disposed radially outward of the second clutch C2, and the rotor 32b is fixed to the outer peripheral surface of the second clutch drum C2b.

  Next, each gear stage will be described. First, when the shift position is switched from the first speed to the sixth speed automatic shift position by operating the shift lever, the second clutch C2 is engaged to drive the second electric motor 32, and the internal combustion engine 2 comprising the engine Start. That is, the second electric motor 32 has a function as a starter.

  Then, the third synchronous meshing mechanism S3 is brought into a first speed side connection state in which the first speed driven gear G1b (first shared driven gear) and the output shaft 7 are connected, the second clutch C2 is released, and the first clutch C1 is connected. Engage. In this way, the first gear is established, and the rotational speed output from the internal combustion engine 2 is the gear ratio of the first gear train G1 (the number of teeth of the first-speed driven gear G1b / the number of teeth of the first-speed drive gear G1a). And is transmitted to the drive wheels via the output gear 7a.

  If the internal combustion engine 2 is driven and the first electric motor 31 is also driven, it is possible to perform assist travel (travel that assists the drive force of the internal combustion engine 2 with the electric motor) at the first speed stage. If the first clutch C <b> 1 is released, EV (Electric Vehicle) traveling that travels only by the first electric motor 31 can be performed. When the EV travel is performed at the first speed, the rotor 31b of the first electric motor 31 and the first speed drive gear G1a of the first speed gear train G1 are connected by the one-way clutch F1 without passing through the first clutch C1. Therefore, the vehicle can travel without requiring the hydraulic pressure for engaging the first clutch C1.

  In addition, the vehicle can be started by the driving force of the first electric motor 31, and the internal combustion engine 2 can be started using the second electric motor 32 as a starter by engaging the second clutch C2.

  In addition, when EV traveling by the first electric motor 31 is being performed, the second clutch C2 is engaged, and the electric power generated by the electric power generated by the second electric motor 32 is generated by the second electric motor 32 using the power of the internal combustion engine 2. Thus, the first electric motor 31 can be driven. That is, switching between the parallel method and the series method is possible.

  When the internal combustion engine 2 is running at the first speed with the power of the internal combustion engine 2, the second synchronous meshing mechanism S <b> 2 is connected to the second speed side where the second speed drive gear G <b> 2 a and the second drive gear shaft 52 are connected. Accordingly, the first power driven gear G1b, which is the first shared driven gear to which the driving force of the internal combustion engine 2 is transmitted, is also applied to the driving power of the second motor 32, the sixth speed driving gear G6a, the idle gear Gia, the second connecting gear Gib, It can be transmitted via the second drive gear shaft 52, the second synchronous meshing mechanism S2, and the second speed drive gear G2a.

  As a result, not only the first motor 31 but also the second motor 32 can be used to perform assist travel (travel that assists the driving force of the internal combustion engine 2 with the motor) and EV travel (travel that uses only the drive force of the motor). it can.

  Further, during the deceleration regeneration operation (during the operation state in which the vehicle is decelerated by braking the electric motor to generate power with the electric motor and charge the battery outside the figure), the regeneration is performed not only with the first electric motor 31 but also with the second electric motor 32. It can be carried out.

  If the transmission control unit (TCU), not shown, is traveling at the first gear and determines that an upshift to the second gear is expected based on vehicle information such as the vehicle speed, the second The synchronous meshing mechanism S2 is set to the second speed side connecting state in which the second driving gear shaft 52 and the second speed driving gear G2a are connected, or is set to the pre-shift state in which this state is approached. As a result, it is possible to perform the upshift from the first gear to the second gear by simply releasing the first clutch C1 and engaging the second clutch C2, and the shift can be performed smoothly.

  In the second speed stage, the second synchronous meshing mechanism S2 is brought into a second speed side coupling state in which the second driving gear shaft 52 and the second speed driving gear G2a are coupled, and the third synchronous meshing mechanism S3 is switched to the first speed driven gear G1b ( The first common driven gear) and the output shaft 7 are connected to each other, and the first clutch C1 is released and the second clutch C2 is engaged.

  At the second speed, the rotational speed output from the internal combustion engine 2 is increased through the idle gear train Gi and transmitted to the second drive gear shaft 52. The rotational speed of the second drive gear shaft 52 is changed according to the gear ratio of the second gear train (the number of teeth of the first speed driven gear G1b / the number of teeth of the second speed drive gear G2a), and the output gear 7a is changed. To the drive wheels.

  If the internal combustion engine 2 is driven and the second electric motor 32 is also driven, it is possible to perform assist travel by the electric motor at the second speed stage, and further, if the second clutch C2 is released, the second electric motor is operated. It is also possible to perform EV traveling that travels with only 32.

  When the second electric motor 32 is running at the second speed stage, the first clutch C1 is engaged, and the first electric motor 31 generates electric power using the power of the internal combustion engine 2, and the first electric motor 31 generates electric power. It is also possible to switch to the series system in which the second electric motor 32 is driven by the electric power obtained in the above.

  Further, when the vehicle is traveling at the second speed with the power of the internal combustion engine 2, the driving force of the first electric motor 31 is also transmitted to the first speed driven gear G1b that is the first shared driven gear to which the driving force of the internal combustion engine 2 is transmitted. The one-way clutch F1 can be transmitted through the first speed drive gear G1a.

  As a result, not only the second electric motor 32 but also the first electric motor 31 can be used for assist traveling. Further, EV traveling can be performed only with the driving force of both the electric motors 31 and 32. Further, during the deceleration regeneration operation, regeneration can be performed not only by the second electric motor 32 but also by the first electric motor 31.

  If the TCU (not shown) determines that an upshift from the vehicle information such as the vehicle speed to the third speed is expected, the first synchromesh mechanism S1 performs the first drive. The third speed side connecting state in which the gear shaft 51 and the third speed driving gear G3a are connected is set, or the pre-shifted state is brought close to this state side. As a result, the second clutch C2 can be released and the first clutch C1 can be engaged, so that the upshift from the second gear to the third gear can be performed, and the shift can be performed smoothly.

  Conversely, when the TCU (not shown) determines that a downshift to the first gear is expected from vehicle information such as the vehicle speed, the first synchromesh mechanism S1 drives the first drive gear shaft 51 to the third speed. A neutral state is established in which neither the gear G3a nor the fifth-speed drive gear G5a is connected. As a result, the second clutch C2 is disengaged and the first clutch C1 is merely engaged, so that a downshift from the second gear to the first gear can be performed, and the shift can be performed smoothly.

  In the case where the third speed stage is established, the first synchronous meshing mechanism S1 is set to the third speed side connected state in which the first drive gear shaft 51 and the third speed drive gear G3a are connected. When traveling by the internal combustion engine 2, the first clutch C1 is engaged. When traveling by the first electric motor 31, it is not necessary to engage the first clutch C1.

  When the third speed is established, the rotational speed output from the internal combustion engine 2 or the first electric motor 31 is the gear ratio of the third speed gear train G3 (the number of teeth of the third speed driven gear G3b / the teeth of the third speed drive gear G3a. The number of the gears is changed according to the number, and transmitted to the driving wheel via the output gear 7a.

  Also, at the third speed, as in the first speed, the assist travel that drives the first electric motor 31 together with the internal combustion engine 2, the EV travel that travels only by the first electric motor 31, and the second power by the power of the internal combustion engine 2. It is also possible to perform series-type traveling in which the electric motor 32 generates power and the first electric motor 31 is driven by the generated electric power.

  In addition, when the vehicle is traveling at the third speed by the power of the internal combustion engine 2, the second synchronous meshing mechanism S2 is connected to the fourth speed drive gear G4a and the second drive gear shaft 52, whereby the internal combustion engine. The second common driven gear G3b, which is the second common driven gear to which the second driving force is transmitted, and the driving force of the second electric motor 32 are also the sixth speed driving gear G6a, the idle gear Gia, the second connecting gear Gib, and the second driving gear. It can be transmitted via the shaft 52, the second synchronous meshing mechanism S2, and the fourth speed drive gear G4a.

  Accordingly, even at the third speed stage, not only the first electric motor 31 but also the second electric motor 32 can be used to perform assist traveling and EV traveling. Further, during the deceleration regeneration operation, regeneration can be performed not only by the first electric motor 31 but also by the second electric motor 32.

  When the vehicle is traveling at the third gear, the TCU (not shown) predicts whether the next gear to be shifted is the second gear or the fourth gear based on vehicle information such as the vehicle speed. When a downshift to the second speed stage is predicted, the second synchromesh mechanism S2 is connected to the second speed side connecting state where the second speed driving gear G2a and the second driving gear shaft 52 are connected, or to this state. The pre-shift state is approached.

  Conversely, when an upshift to the fourth speed stage is predicted by the TCU, the second synchronous meshing mechanism S2 is connected to the fourth speed drive state where the fourth speed drive gear G4a and the second drive gear shaft 52 are connected, Alternatively, a preshift state close to this state is set. Thereby, the upshift and the downshift from the third gear can be performed smoothly.

  The fourth speed is established by setting the second synchronous meshing mechanism S2 to a fourth speed side connected state in which the fourth speed drive gear G4a and the second drive gear shaft 52 are connected. When traveling with the internal combustion engine 2, the second clutch C <b> 2 is engaged, and when traveling with EV, it is not necessary to engage the second clutch C <b> 2, and the second motor 32 may be driven.

  When the fourth speed is established, the rotational speed output from the internal combustion engine 2 or the second electric motor 32 is increased through the idle gear train Gi and transmitted to the second drive gear shaft 52. The rotational speed of the second drive gear shaft 52 is changed according to the gear ratio of the fourth speed gear train G4 (the number of teeth of the third speed driven gear G3b / the number of teeth of the fourth speed drive gear G4a), and the output gear 7a is changed. To the drive wheels.

  Further, in the fourth speed stage, as in the second speed stage, the assist travel for driving the second electric motor 32 together with the internal combustion engine 2, the EV travel that travels only by the second electric motor 32, and the power of the internal combustion engine 2 are used for the first speed. It is also possible to perform a series traveling in which electric power is generated by the electric motor 31 and the second electric motor 32 is driven by the generated electric power.

  Further, when the vehicle is traveling at the fourth speed by the power of the internal combustion engine 2, the first synchronous meshing mechanism S1 is set to the third speed side connected state in which the third speed drive gear G3a and the first drive gear shaft 51 are connected. Thus, the driving force of the first electric motor 31 can also be transmitted to the third speed driven gear G3b that is the second shared driven gear to which the driving force of the internal combustion engine 2 is transmitted.

  Therefore, even in the fourth speed stage, not only the second electric motor 32 but also the first electric motor 31 can be used to perform assist traveling and EV traveling. Further, during the deceleration regeneration operation, regeneration can be performed not only by the second electric motor 32 but also by the first electric motor 31.

  When the vehicle is traveling at the 4th gear, the TCU (not shown) predicts whether the next gear to be shifted is the 3rd gear or the 5th gear based on the vehicle information such as the vehicle speed. When a downshift to the third speed stage is predicted, the first synchromesh mechanism S1 is connected to the third speed side connecting state where the third speed driving gear G3a and the first driving gear shaft 51 are connected, or to this state. The pre-shift state is approached.

  Conversely, when an upshift to the fifth gear is predicted by the TCU, the first synchronous meshing mechanism S1 is connected to the fifth gear on the fifth gear, which connects the fifth gear drive gear G5a and the first drive gear shaft 51. Alternatively, a pre-shift state is brought close to this state. Thereby, the upshift and the downshift from the fourth gear can be performed smoothly.

  The fifth speed stage is established by setting the first synchronous meshing mechanism S1 to the fifth speed side connected state in which the fifth speed driving gear G5a and the first driving gear shaft 51 are connected. When traveling by the internal combustion engine 2, the first clutch C1 is engaged. In the case of EV traveling, it is not necessary to engage the first clutch C1, and the first electric motor 31 may be driven.

  When the fifth gear is established, the rotational speed output from the internal combustion engine 2 or the first electric motor 31 is the gear ratio of the fifth gear train (the number of teeth of the fifth gear driven gear G5b / the number of teeth of the fifth gear drive gear G5a). ) And is transmitted to the drive wheels via the output gear 7a.

  In the fifth speed, as in the first and third speeds, the assist travel that drives the first motor 31 together with the internal combustion engine 2, the EV travel that travels only by the first motor 31, and the internal combustion engine 2 It is also possible to perform series-type traveling in which power is generated by the second electric motor 32 with power and the first electric motor 31 is driven by the generated electric power.

  Further, when the internal combustion engine 2 is running at the fifth speed with the power of the internal combustion engine 2, the third synchronous meshing mechanism S3 is connected to the sixth speed driven gear G6b and the output shaft 7 so that the output is achieved. The driving force of the second electric motor 32 can also be transmitted to the shaft 7 via the sixth speed gear train G6. Therefore, even at the fifth speed stage, not only the first electric motor 31 but also the second electric motor 32 can be used to perform the assist traveling and the EV traveling. Further, during the deceleration regeneration operation, regeneration can be performed not only by the first electric motor 31 but also by the second electric motor 32.

  When the vehicle is traveling at the fifth gear, the TCU (not shown) predicts whether the next gear to be shifted is the fourth gear or the sixth gear based on vehicle information such as the vehicle speed. If a downshift to the fourth speed stage is predicted, the second synchronous meshing mechanism S2 is connected to the fourth speed side connecting state where the fourth speed driving gear G2a and the second driving gear shaft 52 are connected, or to this state. The pre-shift state is approached.

  Conversely, when an upshift to the sixth gear is predicted by the TCU, the third synchronous meshing mechanism S3 is connected to the sixth gear driven state in which the sixth gear driven gear G6b and the output shaft 7 are connected, or this state. The pre-shift state is close to. Thereby, the upshift and the downshift from the fifth gear can be performed smoothly.

  The sixth speed is established by setting the third synchronous meshing mechanism S3 to the sixth speed connected state in which the sixth speed driven gear G6b and the output shaft 7 are connected. When traveling by the internal combustion engine 2, the second clutch C2 is engaged, and when traveling by EV, it is not necessary to engage the second clutch C2, and the second electric motor 32 may be driven.

  When the sixth speed is established, the rotational speed output from the internal combustion engine 2 or the second electric motor 32 is the gear ratio of the sixth speed gear train (the number of teeth of the sixth speed driven gear G6b / the number of teeth of the sixth speed drive gear G6a. ) And is transmitted to the drive wheels via the output gear 7a.

  In the sixth speed, as in the second and fourth speeds, the assist travel that drives the second motor 32 together with the internal combustion engine 2, the EV travel that travels only with the second motor 32, and the internal combustion engine 2 It is also possible to perform series-type traveling in which power is generated by the first electric motor 31 with power and the second electric motor 32 is driven by the generated electric power. Further, the regeneration can be performed by the second electric motor 32 during the deceleration regeneration operation.

  When the vehicle is traveling at the sixth speed, the TCU (not shown) predicts whether or not the downshift to the fifth speed will be performed based on vehicle information such as the vehicle speed, and the downshift to the fifth speed is performed. If predicted, the first synchronous meshing mechanism S1 is set to a fifth speed side coupling state in which the fifth speed driving gear G5a and the first driving gear shaft 51 are coupled, or a pre-shift state in which this state is approximated. Thereby, the downshift to the fifth gear can be performed smoothly.

  When the shift position is switched to the reverse gear position by the operation of the shift lever, the fourth synchromesh mechanism S4 is in a state where the reverse gear GR and the reverse shaft 61 are connected. Further, the third synchronous meshing mechanism S3 is brought into a first speed side coupling state in which the first speed driven gear G1b and the output shaft 7 are coupled. Thereby, the reverse gear is established.

  When traveling by the internal combustion engine 2 at the reverse speed, the second clutch C2 is engaged. In the case of EV traveling, it is not necessary to engage the second clutch C2, and the second electric motor 32 may be driven.

  When the reverse gear is established, the rotational speed output from the internal combustion engine 2 or the second electric motor 32 is the gear ratio of the reverse gear ({the number of teeth of the idle gear Gia / the number of teeth of the sixth speed driving gear G6a} × {1 The number of teeth of the fast driven gear G1b / the number of teeth of the reverse gear GR}), and is transmitted to the drive wheels via the output gear 7a. Further, at the reverse speed, it is also possible to perform an assist traveling that drives the second electric motor 32 together with the internal combustion engine 2 and an EV traveling that travels only by the second electric motor 32.

  According to the automatic transmission 1 of the first embodiment, EV traveling can be performed at all the gear positions. Moreover, since the internal combustion engine 2 can be started by the second electric motor 32 and a starter for the internal combustion engine 2 is not required, the cost and size can be reduced.

  In addition, since the two electric motors 31 and 32 are arranged radially outward of the clutches C1 and C2, respectively, the shaft length is longer than that of the conventional automatic transmission in which the electric motor is arranged on the extension line of the input shaft 4. Can be prevented from increasing.

  In addition, since the motors 31 and 32 are configured to be freely separated from the internal combustion engine 2 by the clutches C1 and C2, the internal combustion engine 2 can be started by the other motor during EV traveling by the one motor.

  Further, the first-speed driven gear G1b, which is the first shared driven gear, or the third-speed driven gear G3b, which is the second shared driven gear, can be rotated by both the first electric motor 31 and the second electric motor 32. EV Even during traveling, a large driving force can be obtained by combining the output torques of the two electric motors.

  In the first embodiment, the first drive gear shaft 51 is pivotally supported by the drive gears G1a, G3a, G5a of the gear trains G1, G3, G5 of the odd-numbered gear positions in the gear ratio order, and the second drive gear. The automatic transmission 1 has been described in which the drive gears G2a and G4a of the gear trains G2 and G4 of the even-numbered gear positions in the gear ratio order are supported on the shaft 52.

  However, the automatic transmission of the present invention is not limited to this, and the first drive gear shaft 51 is pivotally supported by the drive gear of the gear train of the even-numbered shift stage in the gear ratio order, and the second drive gear shaft 52 is shifted. The drive gears of the gear trains of odd-numbered gears in the ratio order may be pivotally supported.

  In the first embodiment, the idle gear train Gi has been described in which the rotational speed of the input shaft 4 is increased and transmitted to the second drive gear shaft 52. However, the idle gear train Gi of the present invention is Not limited to this, the rotational speed of the input shaft 4 may be reduced and transmitted to the second drive gear shaft 52.

  In this case, of the two drive gears meshed with the common driven gear, the gear stage of the gear train having the drive gear supported on the first drive gear shaft 51 is on the high speed side, and the second drive gear shaft 52 The gear stage of the gear train having the drive gear on the side pivotally supported on the lower side is the low speed stage side.

[Second Embodiment]
Next, a second embodiment of the automatic transmission for a hybrid vehicle of the present invention will be described with reference to FIG. As in the first embodiment, the automatic transmission 1 according to the second embodiment includes the internal combustion engine 2 and the first and second electric motors 31 and 32 as drive sources. In the second embodiment, unlike the first embodiment, the second motor 32 has a larger capacity than the first motor 31.

  The automatic transmission 1 includes an input shaft 4 for inputting power of the internal combustion engine 2, a hollow first drive gear shaft 51 that is inserted into the input shaft 4 and is rotatable with respect to the input shaft 4, and the input shaft 4. A second drive gear shaft 52 arranged in parallel with a gap; a reverse shaft 61 arranged in parallel with the input shaft 4 with a gap and rotatably supporting the reverse gear GR; and an input shaft 4 and an output shaft 7 arranged in parallel with an interval, and 1st to 4th gear trains G1 to G4 having different gear ratios.

  The second drive gear shaft 52 is rotatably supported by a first speed drive gear G1a of the first speed gear train G1 and a third speed drive gear G3a of the third speed gear train G3. Further, the second drive gear shaft 52 is provided with a second synchronization meshing mechanism S2 (synchromesh mechanism).

  The second synchromesh mechanism S2 is in a first speed side connection state where the first speed drive gear G1a and the second drive gear shaft 52 are connected, and on the third speed side where the third speed drive gear G3a and the second drive gear shaft 52 are connected. Either the connected state or the neutral state in which the first speed drive gear G1a and the second drive gear shaft 52 are disconnected and the third speed drive gear G3a and the second drive gear shaft 52 are also disconnected. It is configured to be switchable.

  A first-speed driven gear G1b of the first-speed gear train G1 that meshes with the first-speed drive gear G1a and a third-speed driven gear G3b of the third-speed gear train G3 that meshes with the third-speed drive gear G3a are fixed to the output shaft 7. Yes.

  A first connection gear Gic is rotatably supported on the input shaft 4. An idle gear Gia that meshes with the first connection gear Gic is fixed to the reverse shaft 61, and a second connection gear Gib that meshes with the idle gear Gia is fixed to the second drive gear shaft 52. In the second embodiment, an idle gear train Gi is constituted by the first connecting gear Gic, the idle gear Gia, and the second connecting gear Gib.

  In the second embodiment as well, the idle gear Gia is fixed to the reverse shaft 61 as in the first embodiment, so there is no need to separately provide an idle shaft for the idle gear Gia, and the automatic transmission 1 can be downsized. Can be achieved.

  A second clutch C2 is provided at one end of the input shaft 4 on the internal combustion engine 2 side. The other end of the input shaft 4 is provided with a first clutch C1 that releasably connects the input shaft 4 and the first drive gear shaft 51.

  Both clutches C1 and C2 are constituted by wet multi-plate clutches, and inner hubs C1a and C2a (clutch hubs) that hold a plurality of inner plates (not shown) slidably in the axial direction, and a plurality of outer plates (not shown). Are provided with outer drums C1b and C2b (clutch drums) that are slidably held in the axial direction.

  The inner hubs C1a and C2a are fixed to the input shaft 4. The outer drum C1b is connected to the first drive gear shaft 51. The outer drum C2b of the second clutch C2 is connected to the first connection gear Gic.

  The automatic transmission 1 according to the second embodiment does not include a configuration corresponding to the idle top driven gear according to the first embodiment, and does not include a third synchronous meshing mechanism.

  The first drive gear shaft 51 is rotatably supported by a second speed drive gear G2a of a second speed gear train G2 that meshes with the first speed driven gear G1b. That is, the first speed driven gear G1b also serves as the second speed driven gear G2b, and corresponds to the first shared driven gear in the second embodiment.

  The first drive gear shaft 51 is rotatably supported by a 4-speed drive gear G4a of a 4-speed gear train G4 that meshes with the 3-speed driven gear G3b. That is, the third speed driven gear G3b also serves as the fourth speed driven gear G4b and corresponds to the second shared driven gear in the second embodiment.

  Thus, by sharing the driven gear, two gear trains can be arranged at the same position in the axial direction of the input shaft 4, and the shaft length can be greatly shortened.

  The first drive gear shaft 51 is provided with a second synchromesh mechanism S2. The second synchromesh mechanism S2 is in a second speed side connection state where the second speed drive gear G2a and the first drive gear shaft 51 are connected, and on the fourth speed side where the fourth speed drive gear G4a and the first drive gear shaft 51 are connected. Either the connected state or the neutral state in which the connection between the second speed drive gear G2a and the first drive gear shaft 51 is cut off and the connection between the fourth speed drive gear G4a and the first drive gear shaft 51 is also cut off. It is configured to be switchable.

  An output gear 7a for transmitting power to both the left and right front wheels via a differential gear (not shown) is fixed to the output shaft 7.

  In the second embodiment, unlike the first embodiment, the number of teeth of the second connection gear Gib is set to be larger than the number of teeth of the first connection gear Gic, and the rotational speed of the first connection gear Gic is set. The speed is reduced to “the number of teeth of the second connection gear Gib / the number of teeth of the first connection gear Gic” and transmitted to the second connection gear Gib.

  With this configuration, the second drive gear shaft 52 rotates at a higher speed than the first drive gear shaft 51, and the first-speed gear train G1 and the second-speed gear train, and the third-speed gear train and the fourth-speed gear train. Even when there is no difference in gear ratio or when there is almost no difference, the gear ratio of the first gear and the third gear can be appropriately set by the idle gear train Gi.

  Further, by adjusting the gear ratio of the idle gear train Gi (the number of teeth of the second connecting gear Gib / the number of teeth of the first connecting gear Gic), the distance between the second drive gear shaft 52 and the output shaft 7 can be reduced. Without changing, the gear ratios of the first gear and the third gear can be adjusted, and the degree of freedom in changing the design of the gear ratio of the gear can be improved.

  The reverse gear GR meshes with the first speed driven gear G1b and is releasably coupled to the reverse shaft 61 by a fourth synchronous meshing mechanism S4 provided on the reverse shaft 61. The fourth synchronous meshing mechanism S4 is not limited to the synchromesh mechanism as long as it can releasably connect the reverse gear GR and the reverse shaft 61. For example, a chamfer or the like may be used. In the fourth synchromesh mechanism S4, a state where the reverse gear GR and the reverse shaft 61 are connected is defined as a connected state, and a state where this connection is disconnected is defined as a neutral state.

  Both electric motors 31 and 32 are hollow and include stators 31a and 32a and rotors 31b and 32b. The first electric motor 31 is disposed radially outward of the first clutch C1, and the rotor 31b is fixed to the outer peripheral surface of the first clutch drum C1b. The second electric motor 32 is disposed radially outward of the second clutch C2, and the rotor 32b is fixed to the outer peripheral surface of the second clutch drum C2b.

  The automatic transmission 1 of the second embodiment includes an auxiliary machine shaft 82 that is connected in parallel to the input shaft 4 and connected to an auxiliary machine 81 such as an air conditioner compressor, a water pump, or a power steering pump. . An auxiliary gear 82a that meshes with the idle gear Gia is fixed to the auxiliary shaft 82.

  With this configuration, the auxiliary machine 81 can be driven by the second electric motor 32. In particular, the vehicle travels at a shift speed (ie, 2nd speed or 4th speed) other than the first speed stage using the first speed gear train G1, the third speed stage using the third speed gear train G3, and the reverse speed using the reverse gear GR. When the vehicle is in the middle, the second electric motor 32 is driven by the second electric motor 32 without affecting the traveling state of the vehicle by setting the second synchronous mesh mechanism S2 and the fourth synchronous mesh mechanism S4 to the neutral state. Can do.

  Next, each gear stage will be described. First, when the shift position is switched from the first speed to the fourth speed automatic shift position by operating the shift lever, the first clutch C1 is engaged to drive the first electric motor 31, and the internal combustion engine 2 comprising the engine is Start. That is, the first electric motor 31 has a function as a starter.

  The first speed is established by setting the second synchronous meshing mechanism S2 to the first speed side connected state, releasing the first clutch C1, and engaging the second clutch C2. At the first speed, the rotational speed output from the internal combustion engine 2 is decelerated via the idle gear train Gi and transmitted to the second drive gear shaft 52. The rotational speed of the second drive gear shaft 52 is changed according to the gear ratio of the first-speed gear train G1 (the number of teeth of the first-speed driven gear G1b / the number of teeth of the first-speed drive gear G1a), and the output gear 7a is changed. To the drive wheels.

  In addition, if the internal combustion engine 2 is driven and the second electric motor 32 is also driven, it is possible to perform assist travel by the electric motor at the first speed stage (travel that assists the driving force of the internal combustion engine 2 with the electric motor). If the second clutch C <b> 2 is released, EV (Electric Vehicle) traveling that travels only by the second electric motor 32 can be performed.

  In addition, the vehicle can be started by the driving force of the second electric motor 32, and the internal combustion engine 2 can be started using the first electric motor 31 as a starter by engaging the first clutch C1.

  In addition, when EV traveling by the second electric motor 32 is being performed, the first clutch C1 is engaged, the first electric motor 31 generates electric power with the power of the internal combustion engine 2, and the electric power obtained by the electric power generation of the first electric motor 31 is obtained. Thus, the second electric motor 32 can be driven. That is, switching between the parallel method and the series method is possible.

  Further, when the vehicle is traveling at the first speed with the power of the internal combustion engine 2, the first common engagement mechanism S <b> 1 is connected to the second speed side so that the driving force of the internal combustion engine 2 is transmitted. The driving force of the first electric motor 31 can also be transmitted to the first speed driven gear G1b as the driven gear via the first driving gear shaft 51, the first synchronous meshing mechanism S1, and the second speed driving gear G2a.

  As a result, not only the second motor 32 but also the first motor 31 can be used to perform assist travel (travel that assists the drive force of the internal combustion engine 2 with the motor) and EV travel (travel that uses only the drive force of the motor). it can.

  Further, during the deceleration regeneration operation (during the operation state in which the vehicle is decelerated by braking the electric motor to generate power with the electric motor and charge the battery outside the figure), the regeneration is performed not only with the first electric motor 31 but also with the second electric motor 32. It can be carried out.

  If the transmission control unit (TCU) (not shown) determines that an upshift to the second gear is expected based on vehicle information such as the vehicle speed, the first gear is running. The synchronous meshing mechanism S1 is brought into the second speed side connected state, or is brought into a preshift state in which this state is approached. As a result, it is possible to perform the upshift from the first gear to the second gear by simply releasing the second clutch C2 and engaging the first clutch C1, and the shift can be performed smoothly.

  The second speed is established by setting the first synchronous meshing mechanism S1 to the second speed side connected state, releasing the second clutch C2, and engaging the first clutch C1. At the second speed, the rotational speed output from the internal combustion engine 2 is changed according to the gear ratio of the second gear train (the number of teeth of the first-speed driven gear G1b / the number of teeth of the second-speed drive gear G2a) and output. It is transmitted to the drive wheel via the gear 7a.

  If the internal combustion engine 2 is driven and the first electric motor 31 is also driven, it is possible to perform assist travel by the electric motor at the second speed stage, and further, if the first clutch C1 is released, the first electric motor is driven. It is also possible to perform EV traveling that travels only by 31.

  When the first electric motor 31 is in EV travel at the second speed, the second clutch C2 is engaged, and the second electric motor 32 generates power using the power of the internal combustion engine 2, and the second electric motor 32 generates electric power. It is also possible to switch to the series system in which the first electric motor 31 is driven by the electric power obtained in the above.

  Further, when the vehicle is traveling at the second speed with the power of the internal combustion engine 2, the driving force of the second electric motor 32 is also applied to the first speed driven gear G1b that is the first shared driven gear to which the driving force of the internal combustion engine 2 is transmitted. It can be transmitted via the first speed drive gear G1a.

  As a result, not only the first electric motor 31 but also the second electric motor 32 can be used for assist traveling. Further, EV traveling can be performed only with the driving force of both the electric motors 31 and 32. Further, during the deceleration regeneration operation, regeneration can be performed not only by the first electric motor 31 but also by the second electric motor 32.

  When the TCU (not shown) determines that an upshift to the third gear is expected from the vehicle information such as the vehicle speed while traveling at the second gear, the second synchromesh mechanism S2 Either a connected state or a pre-shifted state that approaches the third speed side connected state is set. As a result, the first clutch C1 is disengaged and the second clutch C2 is simply engaged, so that the upshift from the second gear to the third gear can be performed, and the shift can be smoothly performed.

  Conversely, when the TCU (not shown) determines that a downshift to the first gear is expected from vehicle information such as the vehicle speed, the second synchromesh mechanism S2 is brought into the first-speed-side connected state. As a result, the first clutch C1 is disengaged and the second clutch C2 is merely engaged, so that the downshift from the second gear to the first gear can be performed, and the shift can be smoothly performed.

  When establishing the third gear, the second synchromesh mechanism S2 is brought into the third gear connected state. When traveling by the internal combustion engine 2, the second clutch C2 is engaged. When traveling by the second electric motor 32, it is not necessary to engage the second clutch C2.

  When the third speed is established, the rotational speed output from the internal combustion engine 2 or the second electric motor 32 is decelerated via the idle gear train Gi and transmitted to the second drive gear shaft 52. Then, the rotation speed of the second drive gear shaft 52 is changed in accordance with the gear ratio of the third gear train (the number of teeth of the third speed driven gear G3b / the number of teeth of the third speed drive gear G3a), via the output gear 7a. Transmitted to the drive wheel.

  Also, at the third speed, as in the first speed, the assist travel that drives the second motor 32 together with the internal combustion engine 2, the EV travel that travels only by the second motor 32, and the power of the internal combustion engine 2 make the first It is also possible to perform a series traveling in which electric power is generated by the electric motor 31 and the second electric motor 32 is driven by the generated electric power.

  Further, when the vehicle is traveling at the third speed by the power of the internal combustion engine 2, the second common use for transmitting the driving force of the internal combustion engine 2 is achieved by setting the first synchronous meshing mechanism S1 to the fourth speed side connected state. The driving force of the first electric motor 31 can also be transmitted to the third speed driven gear G3b as the driven gear via the first driving gear shaft 51, the first synchronous meshing mechanism S1, and the fourth speed driving gear G4a.

  Therefore, even at the third speed stage, not only the second electric motor 32 but also the first electric motor 31 can be used to perform the assist traveling and the EV traveling. Further, during the deceleration regeneration operation, regeneration can be performed not only by the second electric motor 32 but also by the first electric motor 31.

  When the vehicle is traveling at the third gear, the TCU (not shown) predicts whether the next gear to be shifted is the second gear or the fourth gear based on vehicle information such as the vehicle speed. When a downshift to the second speed stage is predicted, the first synchromesh mechanism S1 is set to the second speed side connected state or the preshift state that approaches the second speed side connected state.

  Conversely, when an upshift to the fourth speed stage is predicted by the TCU, the first synchromesh mechanism S1 is set to the fourth speed side connected state or the preshift state close to the fourth speed side connected state. Thereby, the upshift and the downshift from the third gear can be performed smoothly.

  The fourth speed stage is established by setting the first synchronous meshing mechanism S1 to the fourth speed side connected state. When traveling with the internal combustion engine 2, the first clutch C <b> 1 is engaged, and when traveling with EV, it is not necessary to engage the first clutch C <b> 1, and the first motor 31 may be driven.

  When the fourth speed is established, the rotational speed output from the internal combustion engine 2 or the second electric motor 32 is the gear ratio of the fourth speed gear train G4 (the number of teeth of the third speed driven gear G3b / the teeth of the fourth speed drive gear G4a. The number of the gears is changed according to the number, and transmitted to the driving wheel via the output gear 7a.

  Further, in the fourth speed stage, as in the second speed stage, the assist traveling that drives the first electric motor 31 together with the internal combustion engine 2, the EV traveling that travels only by the first electric motor 31, and the second power by the power of the internal combustion engine 2. It is also possible to perform series-type traveling in which the electric motor 32 generates power and the first electric motor 31 is driven by the generated electric power.

  Further, when the vehicle is traveling at the fourth speed by the power of the internal combustion engine 2, the second common meshing mechanism S <b> 2 is connected to the third speed side so that the driving force of the internal combustion engine 2 is transmitted. The driving force of the second electric motor 32 can also be transmitted to the third speed driven gear G3b which is the driven gear.

  Therefore, even at the fourth speed stage, not only the first electric motor 31 but also the second electric motor 32 can be used for assist traveling and EV traveling. Further, during the deceleration regeneration operation, regeneration can be performed not only by the first electric motor 31 but also by the second electric motor 32.

  When traveling at the 4th speed, the TCU (not shown) determines whether or not a downshift to the 3rd speed is predicted based on the vehicle information such as the vehicle speed. If a downshift is predicted, the second synchromesh mechanism S2 is brought into a third speed side connected state or a preshift state in which the second gear is close to the third speed side connected state. Thereby, the downshift from the 4th gear stage can be performed smoothly.

  When the shift position is switched to the reverse gear position by the operation of the shift lever, the fourth synchromesh mechanism S4 is brought into a connected state in which the reverse gear GR and the reverse shaft 61 are connected, and the reverse gear is established.

  When traveling by the internal combustion engine 2 at the reverse speed, the second clutch C2 is engaged. In the case of EV traveling, it is not necessary to engage the second clutch C2, and the second electric motor 32 may be driven.

  When the reverse gear is established, the rotational speed output from the internal combustion engine 2 or the second electric motor 32 is determined by the gear ratio of the reverse gear ({number of teeth of the idle gear Gia / number of teeth of the first connecting gear Gic} × {1 The number of teeth of the fast driven gear G1b / the number of teeth of the reverse gear GR}), and is transmitted to the drive wheels via the output gear 7a. Further, at the reverse speed, it is also possible to perform an assist traveling that drives the second electric motor 32 together with the internal combustion engine 2 and an EV traveling that travels only by the second electric motor 32.

  Similarly to the first embodiment, the automatic transmission 1 according to the second embodiment can also perform EV traveling at all gear positions. Moreover, since the internal combustion engine 2 can be started by the first electric motor 31 and a starter for the internal combustion engine 2 is not required, cost reduction and size reduction can be achieved.

  In addition, since the two electric motors 31 and 32 are arranged radially outward of the clutches C1 and C2, respectively, the shaft length is longer than that of the conventional automatic transmission in which the electric motor is arranged on the extension line of the input shaft 4. Can be shortened.

  In addition, since the motors 31 and 32 are configured to be freely separated from the internal combustion engine 2 by the clutches C1 and C2, the internal combustion engine 2 can be started by the other motor during EV traveling by the one motor.

  Further, the first-speed driven gear G1b, which is the first shared driven gear, or the third-speed driven gear G3b, which is the second shared driven gear, can be rotated by both the first electric motor 31 and the second electric motor 32. EV Even during traveling, a large driving force can be obtained by combining the output torques of the two electric motors.

  In the second embodiment, the second drive gear shaft 52 is supported by the drive gears G1a and G3a of the odd-numbered gear trains G1 and G3 in the gear ratio order, and the first drive gear shaft 51 is shifted. The automatic transmission 1 in which the drive gears G2a and G4a of the gear trains G2 and G4 of the even-numbered shift stages in the ratio order are supported has been described.

  However, the automatic transmission of the present invention is not limited to this, and as in the first embodiment, the second drive gear shaft 52 supports the drive gear of the gear train of the even-numbered gear stage in the gear ratio order, The first drive gear shaft 51 may be pivotally supported by a drive gear of an odd-numbered gear stage in the gear ratio order.

  In this case, of the two drive gears meshed with the shared driven gear, the gear stage of the gear train having the drive gear supported on the first drive gear shaft 51 becomes the low speed side, and the second drive gear shaft 52 The gear stage of the gear train having the drive gear on the side pivotally supported by the shaft is the high speed stage side.

DESCRIPTION OF SYMBOLS 1 ... Automatic transmission for hybrid vehicles, 2 ... Internal combustion engine (engine), 31 ... 1st electric motor, 32 ... 2nd electric motor, 4 ... Input shaft, 51 ... 1st drive gear shaft, 52 ... 2nd drive gear shaft, 61 ... reverse shaft, 7 ... output shaft, 7a ... output gear, 81 ... auxiliary machine, 82 ... auxiliary machine shaft, C1 ... first clutch, C2 ... second clutch, S1 ... first synchronous meshing mechanism, S2 ... first 2 synchronous meshing mechanism, S3 ... 3rd synchronous meshing mechanism, S4 ... 4th synchronous meshing mechanism, GR ... reverse gear, G1-G6 ... 1st-6th gear train, G1b ... 1st common driven gear (1st gear And 2nd speed driven gear), G3b ... 2nd shared driven gear (3rd speed and 4th speed driven gear), G6a ... 6th speed drive gear (first connection gear), Gi ... idle gear train, Gia ... idle gear, Gib ... 2nd connecting gear, G6b ... 6-speed driven gear (idle top driven gear , Gic ... first coupling gear (second embodiment).

Claims (5)

An electric motor having a plurality of gear trains with different gear ratios interposed between an input shaft for inputting power of an internal combustion engine and an output shaft and having a stator and a rotor. An automatic transmission for a hybrid vehicle comprising:
A first drive gear shaft that rotatably supports a drive gear of each gear train of an odd-numbered or even-numbered gear stage in a gear ratio order;
A second drive gear shaft that rotatably supports the drive gear of each gear train of even-numbered or odd-numbered gears in the gear ratio order;
A first clutch for releasably transmitting rotation of the input shaft to the first drive gear shaft;
A second clutch for releasably transmitting the rotation of the input shaft to the second drive gear shaft;
A driven gear of each gear train fixed to the output shaft;
A drive gear pivotally supported by the first drive gear shaft is coupled to the first drive gear shaft, and one of the gear trains having the drive gear pivotally supported by the first drive gear shaft is selectively established. A first synchromesh mechanism to
A drive gear pivotally supported by the second drive gear shaft is coupled to the second drive gear shaft, and one of the gear trains having the drive gear pivotally supported by the second drive gear shaft is selectively established. A second synchromesh mechanism
The first clutch has a first inner hub connected to the input shaft, and a first outer drum connected to the first drive gear shaft,
The second clutch has a second inner hub connected to the input shaft, and a second outer drum connected to the second drive gear shaft,
The electric motor is composed of first and second electric motors,
A first rotor of a first electric motor is connected to an outer periphery of the first outer drum;
An automatic transmission for a hybrid vehicle, wherein a second rotor of a second electric motor is connected to an outer periphery of the second outer drum. The automatic transmission for a hybrid vehicle according to claim 1,
The first drive gear shaft is configured to be hollow, and the input shaft is inserted in a relatively rotatable manner,
The second drive gear shaft is disposed parallel to the input shaft;
The second drive gear shaft meshes with a first connection gear connected to the second outer drum, a second connection gear fixed to the second drive gear shaft, the first connection gear, and the second connection gear. The rotation of the input shaft is transmitted through an idle gear train composed of idle gears that
At least one driven gear among the driven gears of each gear train fixed to the output shaft is a driven gear of any one gear train of the odd-numbered gear trains in the gear ratio order, and An automatic transmission for a hybrid vehicle, characterized in that it is a shared driven gear that is also a driven gear of any one gear train among even-numbered gear trains in a ratio order. The automatic transmission for a hybrid vehicle according to claim 2,
The automatic transmission for a hybrid vehicle, characterized in that the idle gear train increases the rotational speed of an input shaft and transmits it to the second drive gear shaft. In the automatic transmission for a hybrid vehicle according to claim 2 or claim 3,
With a reverse shaft that supports the reverse gear,
The automatic transmission for a hybrid vehicle, wherein the idle gear is provided on the reverse shaft. The automatic transmission for a hybrid vehicle according to any one of claims 2 to 4,
The output shaft is rotatably supported by an idle top driven gear that meshes with the first connecting gear, and a third synchronous meshing mechanism that fixes the idle top driven gear to the output shaft so that the idle top driven gear can be released. And
The gear train composed of the first connection gear and the idle top driven gear has an even-numbered or odd-numbered shift stage in a gear ratio order having a drive gear supported by the second drive gear shaft. An automatic transmission for a hybrid vehicle, characterized in that it is a gear train having the smallest gear ratio.

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