BR102017007107A2 - TRANSMISSION SYSTEM FOR HYBRID ELECTRIC VEHICLE - Google Patents

Abstract

The present invention relates to a transmission system for a hybrid electric vehicle which includes a planetary gear mechanism (10), a gear (25), a parking lock mechanism (80), and a resistor-imposing device ( 100). the parking gear element of the parking lock mechanism 80 acts to switch between a first state where the claw is engaged with the parking gear and a second state where the claw is not engaged with the locking gear. parking. resistor biasing device 100 includes a resistor biasing element configured to impose a rotational resistor on the parking gear or a third planetary gear rotating element contacting the parking gear or the third rotating element. the resistor imposing device 100 is configured to operate the resistor imposing element such that greater rotational resistance is imposed on the third rotating element in the first state than in the second state.

Description

Report of the Invention Patent for "HYBRID ELECTRIC VEHICLE TRANSMISSION SYSTEM". 1. Field of the Invention The present invention relates to a transmission system for a hybrid electric vehicle. 2. Description of Related Art A hybrid electric vehicle that can transmit energy (torques) generated by an internal combustion engine to a rotating electric machine and drive wheels through a planetary gear mechanism has been previously known. Such a vehicle is also equipped with a parking mechanism that locks the drive wheels when a parking gear is selected by operating a shift lever.

For example, the Japanese Electric Patent Publication No. 2005-210796 hybrid electric vehicle includes a parking mechanism and a planetary gear mechanism that has a conveyor connected to a motor, a solar gear coupled to a power generator. power, and a ring gear connected to a drive motor and drive wheels through a predetermined gear. The parking mechanism is configured such that when the parking range is selected, a claw of a parking mechanism parking latch engages with a parking gear that is integrally formed with the ring gear. In this vehicle, if the engine output torque fluctuates widely, for example, at engine start while the parking mechanism claw is engaged with the parking gear, the drive motor is controlled to smooth torque fluctuation, and A motor torque output thus controlled is transmitted to the parking mechanism. This torque is transmitted to reduce hammering noise attributed to a play (play) between the claw and the parking gear teeth.

SUMMARY OF THE INVENTION

In view of the quietness of a vehicle, it is desirable to reduce hammering noise also when the engine is in independent operation (such as unloaded operation) as in an idle operating state. However, the following problems arise in a transmission system that has a power-transmitting gear being imposed between the gear (here, specifically a ring gear) constituting a part of the parking mechanism, the vehicle's drive wheels, and the drive motor, and which includes a gap in each path through which a torque output from the drive motor is transmitted to the parking mechanism and a path through which this torque is transmitted to the drive wheels. If the clearance between the drive motor and the drive wheels is closed from the drive motor before the clearance between the drive motor and the parking mechanism is closed, this torque is transmitted to the drive wheels without being transmitted. to the parking mechanism. Thus, a problem with this drive system is that applying torque to the drive motor while the parking mechanism jaw is engaged with the parking gear may not close sufficiently the parking mechanism slack, so noise is difficult to reduce hammering in the parking mechanism attributed to the motor torque fluctuations. Another problem is that if a torque is applied using a power generator coaxially arranged with a motor output shaft while the motor is in independent operation, the torque is applied by the power generator in a reverse direction of motor rotation. increases a load on the engine and is therefore undesirable.

[0005] The present invention is applied to a hybrid electric vehicle including a transmission system that transmits a torque output of a drive motor and a motor, and provides a transmission system for a hybrid electric vehicle that reduces hammering noise. in a parking mechanism attributed to engine torque fluctuations that occur while a parking range is selected and the parking mechanism is operating even when such engine torque fluctuations are small.

A transmission system for a hybrid electric vehicle in accordance with one aspect of the present invention includes a planetary gear mechanism, a parking lock mechanism, and a resistor-imposing device. The planetary gear mechanism includes a first rotary element, a second rotary element, and a third rotary element. The first rotary element is coupled to a motor. The third rotating element is coupled to a rotating electric machine and drive wheels to transmit power to the electric machine and drive wheels. The gear is interposed between the third rotating element on one side and the rotating electric machine and the drive wheels on the other side to transmit power from the third rotating element to the rotating electric machine and the drive wheels. The parking lock mechanism includes a parking gear and a parking gear element. The parking gear is configured to rotate integrally with the third rotating element. The parking gear element acts to switch between a first state where the claw is engaged with the parking gear and a second state where the claw is not engaged with the parking gear according to a selected parking range. The resisting device includes a resisting element. The imposing resistor element is configured to impose a rotational resistor on the parking gear or the third rotating element by contacting the parking gear or the third rotating element. The resistor imposing device is configured to operate the resistor imposing element such that greater rotational resistance is imposed on the third rotating element in the first state than in the second state.

In the transmission system, according to the above aspect, the resisting device may operate the resisting element in conjunction with an action of the parking gear element so that the resisting element is separated from the gear. or the third rotating element in the second state, and the resisting element is in contact with the parking gear or the third rotating element in the first state.

In the transmission system according to the above aspect, the resisting element may be mechanically coupled to the parking gear element. In the transmission system according to the above aspect, the resistor imposing device may include a drive unit and an electronic control unit. The drive unit may be configured to drive the resistor element to change a contact state between the resistor element to change a contact state between the resistor element and the parking gear or the third rotating element. The electronic control unit can be configured to control the drive unit so that the resistor imposes greater rotational resistance on the parking gear or third rotating element in the first state than in the second state. In the transmission system according to the above aspect, the electronic control unit may be configured to control the drive unit so that the resisting element imposes greater rotational resistance on the parking gear or the third rotating element when the engine is in an independent operation.

In the transmission system according to the above aspect, the resisting force element can be configured to, in conjunction with a parking gear element action, contact the teeth flanks of a gear gear tooth space. parking different from the tooth space defined by the tooth flanks engaged with the claw in the first state.

In the transmission system according to the above aspect, the third rotatable element may include a rotation restriction element which is provided to rotate integrally with the parking gear. The force-enforcing element may be configured to force the rotational resistance on the third rotating element by contacting the rotation constraint element. The resistor imposing device may be configured to operate the resistor imposing element such that greater rotational resistance is imposed on the third rotating element in the first state than in the second state.

According to the transmission system having the above aspect, the resistor imposing element is placed in contact with the parking gear or the third rotating element by the resistor imposing device so that a higher rotational resistance is imposed on the first one. state where the parking strip is selected and the claw is engaged with the parking gear than in the second state where the claw is not engaged with the parking gear. This contact resistance restricts the movement of the parking gear or the third rotating element, so that the movement of the grip and the parking gear with respect to each other is restricted. Thus, it is possible to reduce hammering noise in the parking mechanism attributed to torque fluctuations that occur while the parking strip is selected and the parking mechanism is operating.

BRIEF DESCRIPTION OF DRAWINGS

Aspects, advantages and technical and industrial significance of exemplary embodiments of the invention will be described below with reference to the accompanying drawings, in which like numerals indicate like elements, and wherein: Figure 1 is a structure diagram of a drive line. of a hybrid electric vehicle according to the first embodiment of the present invention; Figure 2 is a view illustrating a configuration of a parking lock mechanism; Figure 3 is a block diagram showing a configuration of a hybrid electric vehicle control system of the first embodiment; Figure 4 is a schematic view illustrating collision noise (hammering noise) occurring on the drive line; Fig. 5 is a schematic view illustrating a resistance imposing device of the first embodiment; Figure 6 is a schematic view illustrating a resistor-imposing device of a second embodiment; Figure 7 is a schematic view illustrating a resistor-imposing device of a third embodiment; Fig. 8 is a schematic view illustrating a resisting device of a modified example of the first embodiment; Fig. 9 is a flow chart illustrating actions of the resistor device of the modified example of the first embodiment; Fig. 10 is a schematic view illustrating a resistance imposing device of a fifth embodiment; Figure 11 is a structure diagram of a modified example (Modified Example 1) of the hybrid electric vehicle drive line of the first embodiment; Figure 12 is a structure diagram of a modified example (Modified Example 2) of the hybrid electric vehicle drive line of the first embodiment; and Figure 13 is a structure diagram of a modified example (Modified Example 3) of the hybrid electric vehicle drive line of the first embodiment.

DETAILED DESCRIPTION OF MODALITIES

Embodiments of the present invention will be described in detail below with reference to the drawings. First, a first embodiment according to the present invention will be described. The first embodiment refers to a transmission system for a hybrid electric vehicle, and is applied to a hybrid electric vehicle as will be described below.

[0014] Figure 1 is a structure diagram of a drive line in a vehicle according to the first embodiment. As shown in Figure 1, the vehicle according to the first embodiment is a hybrid electric vehicle (HV) having a motor 1, a first rotary electric machine MG1, and a second rotary electric machine MG2, such as power sources or driving motors.

As shown in figure 1 to figure 3, the vehicle includes engine 1, a planetary gear mechanism 10, a differential 30, the first rotary electric machine MG1, the second rotary electric machine MG2, a control unit HV (HV_ECU) 50, a MG electronic control unit (MG_ECU) 60, an electronic motor control unit (motor_ECU) 70, and a parking lock mechanism 80 which is a parking mechanism in this mode. In particular, a TM transmission system is installed between motor 1 and the two rotating electric machines MG1, MG2 on one side and the drive wheels W on the other side, and the TM transmission system includes a resistor-imposing device to reduce hammering noise, to be described later, in addition to planetary gear mechanism 10 and parking lock mechanism 80.

Firstly, different components of the resistance imposing device will be described. Engine 1, which is an internal combustion engine, converts fuel combustion energy and emits the energy as rotary motion of an output shaft. Motor output shaft 1 is connected to an input shaft 2 of the TM transmission system. The input shaft 2 is arranged coaxially with the output shaft of motor 1 in an extension line of this output shaft. The output shaft 2 is fixed to a conveyor 14 of the planetary gear mechanism 10.

The planetary gear mechanism 10 is connected to motor 1, and can transmit rotation (energy) from motor 1 to the first rotary electric machine MG1, differential 30, etc. The planetary gear mechanism 10 is of a single pinion type, and has a solar gear 11 (second rotary element), a planetary gear 12, a ring gear 13 (third rotary element), and the conveyor 14 (first rotary element). ).

Ring gear 13 is arranged coaxially with solar gear 11 on a radially outer side of solar gear 11. Planetary gear 12 is arranged between solar gear 11 and ring gear 13 and engaged with solar gear 11 and ring gear 13. Planetary gear 12 is rotatably supported by conveyor 14. Conveyor 14 is fixed to input shaft 2 and rotates integrally with input shaft 2. Consequently, planetary gear 12 can rotate around a central axis of the input shaft 2 with the input shaft 2, as well as being rotatable about a planetary gear shaft 12 while being supported by the conveyor 14.

[0019] A rotary axis 33 of the first MG1 rotary electric machine is fixed to the solar gear 11, and the rotary axis 33 rotates integrally with the solar gear 11.0 rotary axis 33 of the first MG1 rotary electric machine is arranged coaxially with the input shaft 2. Counter drive gear 25 is provided for ring gear 13, and drive counter gear 25 and ring gear 13 rotate integrally. Thus, the ring gear 13 can emit rotation (power), input from the first rotating electric machine MG1 or motor 1, to the drive wheels W via the counter drive gear 25.

Drive counter gear 25 is engaged with a driven counter gear 26. Drive counter gear 26 is connected to drive pinion gear 28 through countershaft 27. Drive counter gear 26 and the drive pinion gear 28 rotates integrally. A reduction gear 35 is engaged with driven counter gear 26. A rotation axis 34 of the second rotary electric machine MG2 is fixed to the reduction gear 35. Thus, the rotation (power) output by the second rotary electric machine MG2 is transmitted to driven counter-gear 26 via reduction gear 35. Reduction gear 35 has a smaller diameter than driven counter-gear 26, so that the rotational (power) output by the second rotary electric machine MG2 is reduced in speed by reduction gear 35 before being transmitted to driven counter gear 26 [0021] Drive pinion gear 28 is engaged with a differential ring gear 29 of differential 30. Differential 30 is connected to the gear wheels. drive W through left and right drive shafts 31.

Thus, the ring gear 13 is connected to the drive wheels W via the counter drive gear 25, the driven counter gear 26, the drive pinion gear 28, the differential 30, and the drive shafts. 31. The second rotating electric machine MG2 (its rotating shaft 34) is connected to a power transmission path between ring gear 13 and drive wheels W via driven counter gear 26, and can transmit power for each of the ring gear 13 and the drive wheels W. Thus, the second rotary electric machine MG2 corresponds with the rotary electric machine of the present invention.

The first rotary electric machine MG1 and the second rotary electric machine MG2 include a function of a motor (electric motor) and a function of a power generator. The first rotary electric machine MG1 and the second rotary electric machine MG2 are connected to a battery (not shown) via an inverter (not shown). The first rotary electric machine MG1 and the second rotary electric machine MG2 can convert electricity supplied by the battery and emit electricity as mechanical energy. In addition, these rotating electric machines are driven by power input on their rotary axes, and can convert this mechanical energy into electricity (they can generate electricity). The electricity generated by the rotary electric machines MG1, MG2 can be stored in the battery through an inverter. For example, synchronous alternating current machines can be used as the first MG1 rotary electric machine and the second MG2 rotary electric machine.

In the first mode vehicle, the planetary gear mechanism 10, the drive counter gear 25 and the first rotary electric machine MG1 are arranged coaxially with the motor 1. The first mode vehicle transmission system TM has a configuration wherein the input shaft 2 connected to the motor output shaft 1 and the rotary axis 34 of the second rotary electric machine MG2, such as the rotary electric machine of the present invention, are arranged in parallel.

Now, the parking lock mechanism 80 will be described with reference to figure 2 and figure 1. Figure 2 is a view illustrating a configuration of the parking lock mechanism 80. The parking lock mechanism 80 has a configuration to mechanically prohibit rotation of drive wheels W. In Figure 2, parking lock mechanism 80 includes a parking lock drive motor 82, and is activated to prevent vehicle movement based on a parking control signal. an HC_ECU to be described later.

The parking lock mechanism 80 includes a shaft 83 which is driven to rotate by the parking lock drive motor 82, a detent plate 84 which is fixed to the shaft 83 and functions as a lock lock positioning element. parking by turning integrally with the shaft 83, and a rod 85 which is activated when the detent plate 84 rotates. When the shaft 83 is driven to rotate by the parking lock drive motor 82 and the detent plate 84 rotates accordingly, the parking lock mechanism 80 switches between a parking lock position (geared position) corresponding to a P range being selected and a parking unlock position (position not engaged) corresponding to other shift positions. There are various shift positions including lane P (parking lane), lane N, lane D, and lane R, and a shift lever is linked to these shift positions through driver operation. The parking lock mechanism 80 further includes a detent spring 88 which limits the rotation of the detent plate 84 and the shift position, a roller 89, a parking gear 86, and a parking lock tab 87 which prohibits rotation of parking gear 86 (i.e. locks parking gear 86). The parking lock tongue 87 corresponds with the 'parking gear element' of the present invention.

As shown in Figure 1, the parking gear 86 is supplied coaxially and integrally with the ring gear 13 which is an output gear of the planetary gear mechanism 10. The parking gear 86 is provided to fully rotate with ring gear 13 and drive gear 25 which rotates integrally with ring gear 13, and also rotates in conjunction with drive wheels W. An element combining ring gear 13 and parking gear 86 and drive counter-gear 25 integrally rotating with ring gear 13 will hereinafter be referred to as a ring gear member 13R.

[0028] Figure 2 shows a state where the parking lock mechanism 80 is in the parking unlock position (position not engaged). In this state, the parking lock mechanism 80 is unlocked with a parking lock tongue claw 87a not engaged with the parking gear 86 (specifically engaged with none of the parking gear tooth flanks 86), so that the rotation of the drive wheels W is not prevented by the parking lock mechanism 80. The parking lock tongue 87 is provided to be located on an outside in a radial direction about a rotational axis of the parking gear. 86. A torsion spring 87c having elasticity in a direction away from the parking gear 86 is mounted on a support portion 87b which rotatably supports the parking lock tongue 87. The parking lock tongue 87 is arranged so that when the parking lock tongue 87 moves inwardly in the radial direction it contains For the elasticity of the torsion spring 87c, the claw 87a moves into one of the multi-toothed tooth spaces of the parking gear 86 and engages with the tooth flanks of this tooth space. Thus, when lane P is not selected, the parking lock tab 87 is held in the parking unlock position (non-engaged position) by the elasticity of the torsion spring 87c mounted on the support portion 87b.

When axis 83 is rotated from this state in one direction of an arrow A1 by parking lock drive motor 82 (which is activated when range P is selected), detent plate 84 rotates in the same direction, and rod 85 is pressed in one direction of arrow A2 according to this rotation. As a result, the parking lock tongue 87 is pushed upwards in one direction of an arrow A3 by a tapered member 85a provided at a forward end (in the direction of arrow A2) of the rod 85 against the spring torsion 87c. Meanwhile, when the detent plate 84 rotates, the detent spring 88 roller 89, which was in the parking unlock position, attempts to shift to the parking lock position (engaged position) beyond a protrusion 84a of the detent plate. 84. Then, when the arrest plate 84 rotates to a position where roller 89 changes to the parking lock position, the parking lock tongue 87 claw 87a is pushed up to a position where clamp 87a engages. with parking gear 86. As a result, rotation of parking gear 86 is mechanically prohibited. In this way, in the parking lock position, the clamp 87a of the parking lock tab 87 as a predetermined non-rotating element (parking gear element) engages with the parking gear 86 which is provided to rotate integrally with. the ring gear 13. Thus, in the parking lock position, vehicle travel is limited by prohibiting the transmission of rotation between the ring gear 13 and the downstream drive wheels W on the drive line that transmits engine power 1 for drive wheels W.

Now the vehicle description of the first embodiment will be summarized.

[0031] Figure 3 is a block diagram showing a configuration of a control system of the first embodiment. As shown in Figure 3, the vehicle of the first embodiment has the HV ECU 50, MG_ECU 60, and motorECU 70. Each of the ECU 50, 60, 70 is configured as an electronic control unit having a computer. The HV_ECU 50 has a function of fully controlling the entire vehicle. The MG_ECU 60 and ECU 70 motor are electrically connected to the HV_ECU 50. While the HV_ECU 50, MG_ECU 60, and motor_ECU 70 are substantially configured as an electronic control unit (control device) as a whole, these ECUs can be instead they are configured as an originally integral unitary device.

[0032] MG_ECU 60 can control the first rotary electric machine MG1 and the second rotary electric machine MG2. For example, MG_ECU 60 can control an output torque of the first rotating electric machine MG1 by setting a current value supplied to it, and it can control an output torque of the second rotary electric machine MG2 by adjusting a current value supplied to it. For example, when the first MG1 rotary electric machine generates electricity, MG_ECU 60 can control the amount of electricity generated.

[0033] Engine_ECU 70 can control engine 1. For example, engineECU 70 can control an opening degree of an engine 1 butterfly valve, control engine 1 ignition by emitting an ignition signal, and control engine injection. fuel on the motorcycle 1. The ECU 70 engine can control an engine 1 output torque by performing these controls.

[0034] One vehicle speed sensor, throttle position sensor, brake switch, shift position sensor, MG1 rotational speed sensor, MG2 rotational speed sensor, output axle speed sensor, battery sensor, etc. are connected to the HV_ECU 50. From these sensors, the HV_ECU 50 can obtain information such as vehicle speed, throttle position, brake pedal depressed state, selected range (shift position), first rotation speed rotary electric machine MG1, rotational speed of second rotary electric machine MG2, rotational speed of an output shaft (eg countershaft 27) of the TM transmission system, load state (SOC), etc.

Based on the information obtained, the HVECU 50 calculates the required values of a driving force, energy, torque, etc. for the vehicle. Based on the calculated required values, the HV_ECU 50 determines the output torque of the first MG1 rotary electric machine (MG1 torque), the output torque of the second MG2 rotary electric machine (MG2 torque), and the motor output torque. 1 (motor torque), and determines a total output torque of these output torques. According to these determinations, the HV ECU 50 issues a torque command (value) from MG1 and a torque command (value) from MG2 to MG_ECU 60. The HV_ECU 50 issues a motor torque command (value) to motor_ECU 70

Upon detection that the P range has been selected based on a shift position sensor output, the HV ECU 50 outputs a control signal to the parking lock drive motor 82 to activate this motor to switch the parking lock mechanism 80 to the parking lock position (geared position). Alternatively, a coupling mechanism mechanically coupled to the shift lever may be used such that when the P lane is selected by operation of the shift lever by a driver, the parking lock tongue 87 is directly activated by this shift mechanism. connection for placing claw 87a engaged with parking gear 86.

As will be described later, when the resistor is configured to move the resistor by electronic control, the HV_ECU 50 (specifically a control unit of the HV_ECU 50) outputs an activation signal to an actuator (unit 114) which actuates the resistor imposing member such that the resistor imposing member is placed in contact with the parking gear 86 or separated out of contact with the parking gear 86.

When the parking locking mechanism 80 is in the parking locking position, merely a force in one direction of pressing the parking locking tab claw 87a against the parking gear 86 is acting on the claw 87a. There is a gap, or so-called clearance, between the jaw 87a and parking gear tooth flanges 86 engaged with the jaw 87a. Consequently, if the motor 1 enters an independent operating state, such as an idle operating state, while the vehicle is parked and lane P is selected, and therefore claw 87a is engaged with parking gear 86, a force in one direction in which ring gear 13, ie parking gear 86, is rotated. acts on 13R ring gear element due to motor torque fluctuations 1. Independent operation refers to unloaded motor operation 1. When this force acts on 13R ring gear element, collision noise (hammering noise) occurs at the parking lock mechanism 80 between the jaw 87a and the parking gear tooth flanges 86 engaged with the jaw 87a. Figure 4 schematically shows a state where collision noise is occurring between clamp 87a and parking gear 86. This collision noise occurs continuously when ring gear element 13R moves while switching the direction of rotation as indicated by a arrow A5.

Furthermore, when the ring gear element 13R moves, collision noise (hammering noise) also occurs on a meshed part of the ring gear element counter-gear gear 13R and the counter -shaft gear 26. For example, when a backlash torque is generated by the second rotary electric machine MG2, since the backlash torque is transmitted from counter-gear 26 to drive wheels W and the clearance is closed to the gears arranged in a path for the drive wheels W, the driven counter gear 26 becomes immobile. Therefore, after the clearance is closed, the driven counter gear 26 enters a fixed state (state where the clearance closing torque generated by the second rotary electric machine MG2 is absorbed by the drive wheels W), so that the torque The locking gear is not transmitted to the ring gear element 13R which is also the third rotary element of the planetary gear mechanism 10, and the clearance between driven counter gear 26 and the ring gear element 13R cannot be closed. As a result, even when a backlash torque is generated by the second rotary electric machine MG2, collision noise occurs in the geared portion of the drive gear counter-gear 25 of the ring gear element 13R and the gear-driven counter gear 26 .

To reduce such collision noise (hammering noise), the first embodiment includes a resistance-imposing device 100. Resistance-imposing device 100 will be described with reference to FIG. 5. Similarly to FIG. 4, FIG. 5 is a schematic view of a portion of the transmission system TM as viewed from one side of a planetary gear mechanism face 10. orthogonal to a rotational axis, and particularly shows engine configuration 1, planetary gear mechanism 10, parking lock mechanism 80, and resistor imposing device 100 which are vehicle components involved in noise generation. collision. In Figure 5, the parking lock tab 87 in the parking unlock position (non-engaged position) is indicated by dashed lines and a colon.

Resistance biasing device 100 includes a contact element 102 as a resistance biasing element, a first element 104 provided integrally with the parking lock tab 87 and having a sliding bore 104a, a second element 106 securing the element. 102 and operating in conjunction with the first member 104, and a damping device 108 coupled to the second member 106. The second member 106 is mounted at one end on the first member 104 to be slidable along the sliding bore 104a. When the parking lock tab 87 is in the parking unlock position as indicated by the dashed lines and colon in Fig. 5, one end of the second member 106 is in a predetermined position within the sliding hole 104a to separate the member ring gear element contact element 102.

When lane P is selected and the parking lock tab 87 is moved to the parking lock position (engaged position), the second element 106 moves along the sliding hole 104a to the ring gear element. 13R. As a result, the contact member 102 held by the second member 106 approaches the parking gear 86 of the ring gear member 13R and contacts a tooth 86a. As contact element 102 contacts parking gear 86, friction occurs between contact element 102 and parking gear 86. This friction restricts the movement of ring gear element 13R (including ring gear 13 ), so that the movement of the parking block pawl 87a and parking gear 86 relative to each other is restricted. A biasing force exerted by the contact member 102 on the parking gear 86 in this process is maintained at a certain level by a compression spring 108a of the damping device 108. Consequently, the parking gear 86 is prevented from being unduly burdened when the contact element 102 contacts the parking gear 86. The contact element 102 may be made of such material that the contact element 102 does not damage the parking gear 86 (preferably a material having a hardness less than the element Ring Gear (13R). The contact member 102 may be made of such material because the vehicle speed is normally zero, that is, the vehicle is parked when the lane P is selected.

As described above, in the first embodiment, when the track P is selected and the parking block pawl claw 87a engages with the parking gear 86, the contact member 102 of the resistor 100 applies. contact with parking gear 86, restrict movement of ring gear element 13R (including ring gear 13). Thus, it is possible to reduce the collision noise that occurs between the jaw 87a and the parking gear 86, and also to reduce the collision noise that occurs in the geared portion of the counter gear 13 of the ring gear member 13R and the driven counter gear 26.

A second embodiment of the present invention will be described with reference to FIG. 6. The second embodiment is different from the first embodiment in terms of the configuration of the resistance imposing device. Therefore, the following description will focus on features and functions characteristic of the second embodiment, while the description of those which are obvious to persons skilled in the art referring to the description of the first embodiment will be omitted or simplified. In the following description, the components, which have the same functions as the components already described in the first embodiment, will be indicated by the same reference signs, and the overlapping description will be omitted. However, modifications and changes as described in the first embodiment are also applicable to the second embodiment unless inconsistency arises.

A resistor imposing device 200 of the second embodiment employs a flat spring friction member 202 as a resistor imposing element. With one end attached to a fastener (for example, a housing element) and the other end attached to the parking lock tab 87, the flat spring friction member 202 is configured to function in conjunction with a tab action locking pin 87. The flat spring friction member 202 has elasticity in a direction away from the ring gear member 13R in an outward direction in a radial direction about a rotational axis of the ring gear member 13R . Ring gear member 13R is provided with an annular portion 204 with which the flat spring friction member 202 may contact. The annular portion 204 is integrally provided with the ring gear member 13R so as to project in a direction of the rotational axis of the ring gear member.

When the parking lock tab 87 is in the parking unlock position (non-engaged position) as indicated by the dashed lines and colons in figure 6 (i.e. when lane P is not selected), the element spring-loaded friction rod 202 is out of contact with the ring gear element 13R due to elasticity, and therefore does not prevent the movement of the rotating elements in the drive line. When track P is selected, the parking lock tab 87 moves the parking lock position (geared position) so that the flat spring friction member 202 is pulled in a direction opposite to the elasticity direction and confined with annular portion 204 of the ring gear member 13R as indicated by an arrow A7 of FIG. 6. Then the flat spring friction member 202 restricts the movement of the ring gear member 13R by a frictional force caused by this support . Thus, the flat spring friction member 202 substantially restricts the movement of the ring gear 13 and the parking gear 86. As the movement of the ring gear element 13R is restricted by the flat spring friction element 202, it is possible in the The second embodiment also reduces the collision noise that occurs between the parking lock tab claw 87a and the parking gear 86, and also reduces the collision noise that occurs in the geared portion of the counter drive gear 25 of the ring gear element 13R and driven counter gear 26.

A third embodiment of the present invention will be described with reference to FIG. 7. The third embodiment is different from the first and second embodiments in terms of the configuration of the resistance imposing device. Therefore, the following description will focus on components and functions characteristic of the third embodiment, while the description of those which are obvious to persons skilled in the art by referring to the description of the above embodiments will be omitted or simplified. In the following description, components having the same functions as components already described in the above embodiments will be indicated by the same reference signs and overlapping description will be omitted. However, the modifications and changes as described in the above embodiments are also applicable in the third embodiment unless inconsistency arises.

The resistor imposing device 300 of the third embodiment includes a spherical element 302 as a resistor imposing element. In addition to the spherical member 302, the resistor imposing device 300 also includes a housing member 304 that holds the spherical member 302 so that approximately half the spherical member 302 is outwardly, and a spring member 306 that drives the spherical member 302 to stay out of the housing member 304. A compression spring is used as the spring member 306. The spherical member 302 has a diameter larger than a width of a tooth space (i.e. a gap between two adjacent teeth) of the parking gear 86 of ring gear element 13R. Spherical member 302 may be made of a softer material than ring gear member 13R (preferably a material having a hardness less than ring gear member 13R). Although this is not clear from Figure 7, to prevent the spherical element 302 from falling out of the housing element 304, an opening 304a of the housing element 304 is processed to have a diameter smaller than an outside diameter of the spherical element 302. The housing member 304 is provided in a member 304b that projects on one side of a free end 87b of the parking lock tab 87.

When the parking lock tab 87 is in the parking unlock position (non-engaged position) as indicated by the dashed lines and colon in figure 7 (ie, when lane P is not selected), the element 302 is separated from the ring gear member 13R and therefore does not prevent movement of the rotating members in the drive line. When track P is selected as shown in Figure 7, the parking lock tab 87 moves to the parking lock position (engaged position) so that the spherical member 302 engages with the tooth flanks of a space of the parking gear 86 different from a tooth space defined by the tooth flanks engaged with the parking lock tab claw 87a. This meshed friction restricts the movement of the ring gear member 13R. Thus, in the third embodiment, it is also possible to reduce the collision noise that occurs between the claw 87a and the parking gear 86 and also to reduce the collision noise that occurs in the geared part of the counter-gear 25 of the gear element ring gear 13R and driven counter gear 26.

A fourth embodiment of the present invention will be described with reference to FIG. 8 and FIG. 9. The fourth embodiment corresponds to a modified version of the first embodiment. In the first embodiment, the contact member 102 as the resisting force member is mechanically coupled to the parking lock tab 87 to operate in conjunction with the parking lock tab 87. In the fourth embodiment, by contrast, the parking lock member contact 102 as the element of imposing resistance is moved by electronic control. Next, the fourth embodiment will be described in terms of differences only from the first embodiment. As shown in Figure 8, the contact element 102 here is connected to the actuator (drive unit that drives the resistor impose element) 114, which is an electric motor, and actuator 114 is activated based on a control signal from the HV ECU 50 control unit (control unit controlling the activation of the drive unit). Thus, in the fourth embodiment, a resistor imposing device 100 'is composed of the contact element 102, the actuator 114, and the control unit. HV_ECU 50. In the following description, components having the same functions as components already described in the above embodiments will be indicated by the same reference signs and the overlapping description will be omitted. However, change modifications as described in the above embodiments are also applicable in the fourth embodiment unless inconsistency arises.

[0051] The determination or control process in steps S901 to S909 in the flow chart shown in figure 9 is performed by the HV_ECU 50 control unit.

First, in step S901, it is determined whether motor 1 is in a independent operating state. The control unit can determine if the engine is operating independently based on a throttle position sensor output signal, etc. Alternatively, when HV_ECU 50 is controlling independent operation of motor 1, the control unit may determine in step S901 that motor 1 is in an independent operating state based on a control command from HV_ECU 50. So if the motor 1 is not in an independent operating state, the control unit determines negatively in step S901. In the next step S903, the noise reduction control to reduce collision noise is turned off, the contact element 102 is kept in an initial position away from the parking gear 86. On the other hand, if motor 1 is in a state of independent operation, the control unit determines in the affirmative in step S901, and proceeds to step S905. Here, on the assumption that motor 1 is in an independent operating state, the control unit proceeds to step S905.

In step S905, it is determined whether the vehicle speed is equal to or less than a predetermined speed. The predetermined speed is preferably 0 km / h. This vehicle speed is detected based on a vehicle speed sensor output. In some cases, step S905 may be issued as this step is provided to prevent noise reduction control to reduce collision noise from being performed when a driver inadvertently moves the shift lever to lane P while the vehicle is moving. If the vehicle speed is greater than the predetermined speed, that is, the vehicle is moving, the control unit negatively determines in step S905, and proceeds to step S903 described above. On the other hand, if the vehicle speed is equal to or less than the predetermined speed, the control unit determines affirmatively in step S905, and proceeds to the next step S907. Here, on the assumption that the vehicle speed is equal to or less than the predetermined speed, the control unit proceeds to step S907.

In step S907, it is determined if the range P is selected. If a current shift position indicated by information acquired from the shift position sensor is in the P range, the control unit determines in the affirmative in step S907, and proceeds to the next step S909. On the other hand, if the position is not in the P range, the control unit negatively determines in step S907, and proceeds to step S903 described above. Here, on the assumption that the current shift position is in the P range, the control unit proceeds to step S909. In this case, as the shift position is in the P range, the parking lock mechanism 80 is in the parking lock position (engaged position) and the parking lock tab claw 87a is engaged with the parking gear 86. .

In step S909, the noise reduction control to reduce collision noise is turned on. In other words, noise reduction control is performed. Specifically, to perform noise reduction control, the HV_ECU 50 control unit outputs an activation signal to actuator 114, which actuates contact element 102 so that contact element 102 is in contact with the gear. As a result, the contact member 102 is pressed against the parking gear 86 so that effects similar to the effects described in the first embodiment are obtained in the configuration of the fourth embodiment. Then the current routine is over. After noise reduction control is performed and then processing of this flowchart is performed again, if the execution conditions for noise reduction control are not met, the HV_ECU 50 control unit outputs an activation signal to the actuator. 114, which drives contact element 102 to separate contact element 102, which has been in contact with parking gear 86, out of contact with parking gear 86 in the processing of step S903.

[0056] Such electronic control by means of an actuator is also applicable for control of the flat spring friction element of the second embodiment and the spherical element of the third embodiment.

[0057] In this embodiment, the resistor element (contact element 102, etc.) contacts the ring gear element 13R only at a time required when the vehicle is in independent operation as determined in step S901. Thus, the contact time can be reduced compared to whether the contact element also contacts when the vehicle is in a different operating state than an independent operating state. In other words, chances of wear due to contact can be reduced, so that the life of the resisting element can be extended.

A fifth embodiment of the present invention will be described with reference to FIG. 10. The fifth embodiment is different from all of the above embodiments in terms of the configuration of the resistance imposing device. Therefore, the following description will be focused on components and functions characteristic of the fifth embodiment, while the description of those which are obvious to persons skilled in the art by referring to the description of the above embodiments will be omitted or simplified. In the following description, components having the same functions as components already described in the above embodiments will be indicated by the same reference signs and the overlapping description will be omitted. However, modifications and changes as described in the above embodiments are also applicable to the fifth embodiment unless inconsistency arises.

A fifth mode resistor imposing device 500 includes a rotation restraining element 502 that is provided to rotate integrally with ring gear 13, a clutch 506 as a resisting imposing element, and a drive device. 504. Clutch 506 has a rotatable body which is a pressed element coupled to and rotating integrally with the rotation restriction element 502, and a pressure element that imposes a rotational resistance on the pressed element to restrict rotation of the same. by a frictional force generated when the pressure element abuts the pressed element. Pressure element actions abutting or not abutting the pressed element are hydraulically controlled. The drive 504 has a hydraulic actuator that hydraulically controls the actions of the pressure element by confining or not confining with the element pressed into the clutch 506 based on a control signal from the HV ECU 50. Thus, in the fifth mode, as in the fourth In this embodiment, when the parking lock tongue 87 is moved to the parking lock position (engaged position), no mechanical force is directly exerted on the rotation restraint element 502 in conjunction with the movement of the parking lock tongue 87. Moreover, in the fifth embodiment, as in the fourth embodiment, when the control according to the flow chart of Figure 9 is performed and the noise reduction control to reduce collision noise is performed at step S909, the drive device 504 is activated based on a control signal from the HV ECU 50. As the hydraulic actuator is thus activated, a hydraulic pressure is applied in the clutch 506 so as to cause the pressure element to abut the pressed element (rotating body) coupled to the rotation restraint element 502 and thereby impose a rotational resistance on the rotation restraint element 502. As a result, the rotating element Clutch pressure 506 abuts (contacts) the pressed element (rotating body), and a resulting frictional force imposes a rotational resistance on the rotation restriction element 502 coupled to the pressed element. Accordingly, the rotation of the ring gear 13 rotating integrally with the rotation restraint element 502 is restricted, and the movement of the ring gear element 13R is restricted. The rotation restraint element 502 is a part of the ring gear 13 which is the third rotary element, and the action of the clutch pressure element 506, which is the element of imposing resistance, by contacting (abutting) the pressed element (rotating body) coupled to rotation restraining element 502 is equivalent to the action of the resisting element contacting the third rotating element.

Thus, in the fifth embodiment, too, it is possible to reduce the collision noise that occurs between the parking lock tongue claw 87a and the parking gear 86, and also to reduce the collision noise that occurs in the meshed part. the drive gear counter-gear 25 of the ring gear element 13R and the driven counter gear 26. When the range P is selected when a rotational resistor is thus imposed on the rotation restraint element 502, the locking latch Parking 87 is moved to the parking lock position (engaged position) and claw 87a engages with parking gear 86.

Alternatively, in the above embodiments, the intensity with which the resisting member is pressed against the ring gear member 13R may be changed according to a gear state between the parking block latch claw 87a. and the parking gear 86. Specifically, the pressure intensity may be changed such that, in the state where the claw 87a is not engaged with the parking gear 86 (only when the vehicle is parked), the resisting element enters into force. contact with the ring gear element 13R, which is the third rotary element, with a lower force, and on the other hand, in the state where the claw 87a is engaged with the parking gear 86, the resisting force element contacts with ring gear element 13R with greater force.

The method for reducing hammering noise in the parking mechanism attributed to motor torque fluctuations that occur while the parking range is selected and the parking mechanism is operating in a hybrid electric vehicle has been described above. Here the cause of hammering noise dealt with by the present invention will be described again.

Hammering noise occurs due to a phenomenon that when a slack closing torque generated by the rotating electric machine is transmitted to the third rotating element, a slack in a geared part of the gears between the rotating electric machine and the wheels The drive shaft is closed before a play in a geared part of the gears between the third rotating element and the rotating electric machine is closed, that is, before the rotating electric machine torque is transmitted to the third rotating element, which results in torque of the rotating electric machine being transmitted only to the drive wheels.

Specifically, in the hybrid electric vehicle drive line of the first embodiment shown in Figure 1, the clearance between the drive pinion gear 28 and the differential ring gear 29 is closed before the clearance between the counter gear drive 25 and driven counter gear 26 is closed. In this case, as already described, the rotary shaft slack closing torque output 34 of the second rotary electric machine MG2 is transmitted to the drive wheels W via driven counter-gear 26 and drive pinion gear 28 before be transmitted to drive counter gear 25 via driven counter gear 26. As a result, hammering noise (collision noise) occurs in the geared art of drive counter gear 25 and driven counter gear 26. No However, the hammering noise that occurs in the meshed part of these gears can be reduced using noise reduction techniques described above.

The 'gear' of the present invention that transmits energy being interposed between the third rotary element, the drive wheels, and the rotary axis of the rotary electric machine, refers to each of a gear that transmits a torque generated by the machine. electric drive for the third rotating element and a gear that transmits torque to the drive wheels. That is, the gear of the present invention is an energy-transmitting gear being interposed between the drive counter gear 25 (which rotates integrally with the ring gear 13 being the third rotary element), the drive wheels W, and the rotary shaft 34 of the second rotary electric machine MG2. In the drive line of the first embodiment hybrid electric vehicle, driven gear 26 which transmits torque to the third rotary element and drive pinion gear 28 which transmits torque to drive wheels W correspond to gear of the present invention.

Hammering noise may also occur in other configurations where the drive line shown in the first embodiment is partially modified. In the following, such modified example drive line configurations where hammering noise occurs will be described. The following description will focus on characteristic configurations of the modified examples, while the description of those which are obvious to those skilled in the art of the first embodiment will be omitted or simplified. Components having the same function as components already described in the first embodiment will be indicated by the same reference signs and the overlapping description will be omitted. However, modifications and changes as described above are also applicable to the following modified examples unless inconsistency arises.

[0067] A drive line of a Modified Example 1 hybrid electric vehicle will be described with reference to the structure diagram of FIG. 11.0 Modified Example 1 is an example of a configuration in which the reduction gear 35 of the second MG2 rotary electric machine engages. directly with the 13R ring gear element.

[0068] As shown in figure 11, in the hybrid electric vehicle drive line of Modified Example 1, drive counter gear 25 of ring gear member 13R is engaged with reduction gear 35. reduction 35 is fixed to the rotary shaft 34 of the second rotary electric machine MG2. The drive pinion gear 28, engaging the differential ring gear 29 of the differential 30, is fixed to the rotary shaft 34. Thus, the ring gear 13 is connected to the rotary shaft 34 of the second rotary electric machine MG2 via drive counter-gear 25, and reduction gear 35, and at the same time are connected to drive wheels W via rotary shaft 34, and drive pinion gear 28, differential 30, and drive shafts 31 Accordingly, a torque (energy) output of the rotary shaft 34 of the second rotary electric machine MG2 is transmitted to the drive wheels W via the drive pinion gear 28. At the same time, the torque (energy) output of the shaft 34 of the second rotary electric machine MG2 is transmitted to the drive counter-gear 25 (and ring gear 13) of the ring gear element 13R through reduction gear 35.

In the Modified Example 1 hybrid electric drive line as described above, a gap between the drive pinion gear 28 and the differential ring gear 29 is closed before a clearance between the drive counter gear 25 and the reduction gear 35 be closed. In this case, a rotary shaft slack closing torque output 34 of the second rotary electric machine MG2 is transmitted to the drive wheels W through the drive pinion gear 28 before being transmitted to the drive counter gear 25 through reduction gear 35. As a result, hammering noise occurs in a geared part of the drive counter gear 25 and reduction gear 35. However, the hammering noise that occurs in the geared part of these gears can be reduced using techniques noise reduction described above.

The 'gear' of the present invention is the energy transmitting gear being interposed between the drive counter gear 25, the drive wheels W, and the rotary shaft 34 of the second rotary electric machine MG2. In the drive line of the Modified Example 1 hybrid electric vehicle, this gear corresponds with reduction gear 35 which transmits torque to the third rotary element, and drive pinion gear 28 which transmits torque to drive wheels W .

[0071] A drive line of a hybrid electric vehicle of Modified Example 2 will be described with reference to the structure diagram of Figure 12. This Modified Example 2 is also an example of a configuration where the reduction gear 35 of the second electric machine rotary MG2 meshes directly with the 13R ring gear element.

As shown in Figure 12, on the hybrid electric vehicle drive line of Modified Example 2, drive counter gear 25 of ring gear member 13R is engaged with reduction gear 35. Reduction gear 35 it is fixed to the rotary shaft 34 of the second rotary electric machine MG2. Driven counter gear 26 is in gear with reduction gear 35. Driven counter gear 26 is connected through countershaft 27 in drive pinion gear 28 in engagement with differential ring gear 29 of differential 30. A driven counter-gear 26 and drive pinion gear 28 rotate integrally. Thus, ring gear 13 is connected to the rotary shaft 34 of the second rotary electric machine MG2 via drive counter gear 25 and reduction gear 35, and at the same time is connected to drive wheels W through gear 35, driven counter-gear 26, drive pinion gear 28, differential 30, and drive shafts 31. Consequently, a torque (energy) output of the rotary shaft 34 of the second rotary electric machine MG2 is transmitted to drive wheels W via reduction gear 35, driven counter gear 26, and drive pinion gear 28. At the same time, the torque (power) output of rotary shaft 34 of the second rotary electric machine MG2 is transmitted to drive counter gear 25 (and ring gear 13) of ring gear element 13R through reduction gear 35.

In the hybrid electric vehicle drive line of Modified Example 2 as described above, a gap between reduction gear 35 and driven counter gear 26 is closed before a gap between drive counter gear 25 and reduction gear 35 is closed. In this case, a rotary shaft slack closing torque output 34 of the second rotary electric machine MG2 is transmitted to the drive wheels W through reduction gear 35 and driven counter gear 26 before being transmitted to the counter gear. drive gear 25 through reduction gear 35. As a result, hammering noise occurs in one geared part of drive counter gear 25 and reduction gear 35. However, hammering noise that occurs in geared part These gears can be reduced using noise reduction techniques described above.

The 'gear' of the present invention is the energy transmitting gear being interposed between the drive counter gear 25, the drive wheels W, and the rotary shaft 34 of the second rotary electric machine MG2. In the drive line of Modified Example 2 hybrid electric vehicle, this gear corresponds with reduction gear 35 which transmits torque to the third rotary element and drive wheels W.

A drive line of a hybrid electric vehicle of Modified Example 3 will be described with reference to the structure diagram of Figure 13. This Modified Example 3 is also an example of a configuration where the reduction gear 35 of the second electric machine rotary MG2 engages with a different gear than driven counter-gear 26 supplied on countershaft 27.

As shown in figure 13, in the hybrid electric vehicle drive line of Modified Example 3, drive counter gear 25 of ring gear member 13R is engaged with driven counter gear 26. Counter gear drive 26 is connected via countershaft 27 on drive pinion gear 28 in engagement with differential ring gear 29 of differential 30. driven counter-gear 26 is connected via countershaft 27 also on a second countershaft. driven gear 36 engaging with reduction gear 35. Driven counter gear 26, second driven counter gear 36, and drive pinion gear 28 rotate integrally. The rotary shaft 34 of the second rotary electric machine MG2 is fixed to the reduction gear 35. Thus, the gear ring 13 is connected to the drive wheels W via the drive counter gear 25, the driven counter gear 26, the gear drive sprocket 28, differential 30 and drive shafts 31. The rotary shaft 34 of the second MG2 rotary electric machine is connected to a power transmission path between the ring gear 13 and the drive wheels W via the counter drive gear 26, and can transmit a torque (power) to each of the ring gear 13 and drive wheels W. Accordingly, a torque (power) output of the rotary shaft 34 of the second rotary electric machine MG2 is transmitted to the drive wheels W via the drive pinion gear 28. At the same time, the torque output (energy) of the rotary shaft 34 of the second rotary electric machine MG2 is tran driven to drive counter-gear 25 (and ring gear 13) of ring gear element 13R via driven counter-gear 26.

[0077] In the Modified Example 3 hybrid electric drive line as described above, a gap between the drive pinion gear 28 and the differential ring gear 29 is closed before a clearance between the drive counter gear 25 and driven counter-gear 26 is closed. In this case, a rotary shaft slack closing torque output 34 of the second rotary electric machine MG2 is transmitted to drive wheels W via drive pinion gear 28 before being transmitted to drive counter gear 25 via driven counter-gear 26. As a result, hammering noise occurs in the geared part of driven counter-gear 25 and driven counter-gear 26. However, hammering noise that occurs in the gear part of these gears can be reduced. using the noise reduction techniques described above.

The 'gear' of the present invention is the energy transmitting gear being interposed between the drive counter gear 25, the drive wheels W, and the rotary shaft 34 of the second rotary electric machine MG2. In the drive line of the Modified Example 3 hybrid electric vehicle, this gear corresponds to driven counter-gear 26 which transmits torque to the third rotary element and drive pinion gear 28 which transmits torque to the drive wheels. drive W.

Modalities of the present invention are not limited to the embodiments described above. The present invention includes any modifications, applications, and equivalents, covered by the concept of the present invention specified in the claims.

Claims (7)

1. Transmission system for a hybrid electric vehicle, the transmission system comprising: a planetary gear mechanism (10) including a first rotary element, a second rotary element, and a third rotary element, the first element rotary being coupled to a motor, the third rotary element being coupled to a rotary electric machine and drive wheels to transmit power to the rotary electric machine and drive wheels; a gear (25) interposed between the third rotary member on one side and the rotary electric machine and the drive wheels on the other side to transmit power from the third rotary element to the rotary electric machine and the drive wheels; a parking lock mechanism (80) including a parking gear and a parking gear element, the parking gear being configured to rotate integrally with the third rotatable element, the parking gear element including a claw to engage with the parking gear, and being configured to act to switch between a first state where the claw is engaged with the parking gear and a second state where the claw is not engaged with the parking gear according to a parking strip selected; and a resisting device (100) including a resisting element, the resisting element being configured to impose a rotational resistance on the parking gear, or on the third rotating element, by contacting the parking gear or the third rotary element, the resistor imposing device 100 being configured to operate the resistor imposing element such that a higher rotational resistance is imposed on the third rotating element in the first state than in the second state. Transmission system for a hybrid electric vehicle according to claim 1, characterized in that the resistor-imposing device (100) is configured to operate the resistor-imposing element in conjunction with a drive gear element action. so that the resisting force element is separated from the parking gear or the third rotating element in the second state, and the resisting force element is in contact with the parking gear or the third rotating element in the first state. Transmission system for a hybrid electric vehicle according to claim 2, characterized in that the resisting element can be mechanically coupled to the parking gear element. Transmission system for a hybrid electric vehicle according to claim 1, characterized in that: the resistor-imposing device (100) includes a drive unit (114) and an electronic control unit (50); the drive unit (114) is configured to drive the resistor element to change a contact state between the resistor element to change a contact state between the resistor element and the parking gear, or the third rotary element; and the electronic control unit (50) is configured to control the drive unit so that the resistor imposes greater rotational resistance on the parking gear or third rotary element in the first state than in the second state. Transmission system for a hybrid electric vehicle according to claim 4, characterized in that the electronic control unit (50) is configured to control the drive unit so that the resistor imposes a resistor. rotational speed on the parking gear or third rotating element when the engine is in independent operation. Transmission system for a hybrid electric vehicle according to claim 1, characterized in that the resisting element is configured to, in conjunction with an action of the parking gear element, contact the sides of the teeth of a parking gear tooth space different from the tooth space defined by the tooth flanks engaged with the claw in the first state. Transmission system for a hybrid electric vehicle according to claim 1, characterized in that: the third rotary element includes a rotation restriction element which is provided to rotate integrally with the parking gear; the impose resistor element is configured to impose the rotational resistance on the third rotary element contacting the rotation constraint element; and the resistor imposing device (100) is configured to operate the resistor imposing element such that greater rotational resistance is imposed on the third rotating element in the first state than in the second state.