JP2005207487A - Transmission for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To execute torque assist during a gear shift by employing a motor with a small driving force. <P>SOLUTION: In addition to a power transmission route of an engine EG → a first input shaft 11 → a first power interrupting mechanism 21 → a countershaft 18 → an output shaft 20, the engine EG power is transmitted by a power transmission route of an engine EG → a second input shaft 12 → a power transmission mechanism 23 → a first intermediate shaft 16 → a power adjusting mechanism 24 → a second intermediate shaft 17 → a second power interrupting mechanism 22 → a countershaft 18 → an output shaft 20. The power adjusting mechanism 24 is equipped with a planetary gear unit PGU and a motor M. A sun gear SG is coupled with a drive shaft MS of the motor M. A ring gear RG is coupled with the first intermediate shaft 16. A planetary carrier PC is coupled with the second intermediate shaft 17. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a vehicle transmission used as a power transmission device for a vehicle, and more particularly to a vehicle transmission having a configuration capable of generating an assist torque that compensates for a torque shortage during a shift.

  2. Description of the Related Art A vehicle transmission of a type having a counter shaft parallel to both an input shaft to which rotational power of a prime mover such as an engine is input via a clutch and an output shaft connected to a final gear is known. ing. This type of transmission is configured not only as a manual transmission called “MT” but also as an automatic transmission called “AT”, and based on the existing manual transmission (MT), the gear shift control is performed. There is also known an automatic transmission called “AMT” configured to automatically perform the operation (see, for example, the following patent document). The automatic transmission (AMT) based on such a manual transmission requires a new part for automatic transmission, but as a whole is lighter in weight than a conventional automatic transmission (AT). There is an advantage that the transmission efficiency of the driving force can be improved.

On the other hand, in an automatic transmission (AMT) based on the above-described manual transmission, a shift operation is performed by operating a synchro mechanism via an actuator from an electronic control unit. Therefore, a general manual transmission ( In the same way as MT), torque shortage (torque loss) may occur when the gear position is switched. Such a lack of torque hinders a comfortable shift feeling desired by the driver of the vehicle. Therefore, the output torque is automatically assisted (supplemented) with the driving force of a motor provided separately from the prime mover. An automatic transmission equipped with a motor has also been devised.
JP 2003-72403 A

  However, in the conventional automatic transmission described above, it is necessary to mount a motor having a large driving torque in order to be able to perform torque assist at all the shift speeds, and the motor driving battery is also increased in size. As a result, the weight of the entire transmission increases and the cost increases. In addition, it is difficult to install a motor that can perform torque assist between all gears because of the space and other factors, and it is necessary to select a motor with a size that matches the vehicle body. A ring was not always obtained.

  The present invention has been made in view of such a problem, and it is possible to perform torque assist during gear shifting using a motor having a small driving force, and to obtain a more comfortable gear shifting feeling as compared with the prior art. An object of the present invention is to provide a vehicle transmission.

  A vehicle transmission according to the present invention includes a first input shaft to which power of a prime mover is input via a clutch, a second input shaft to which rotational power of the prime mover is input without passing through the clutch, and a first input A counter shaft provided in parallel to the shaft, a first power interrupting mechanism for transmitting and interrupting power from the first input shaft to the counter shaft, and provided in parallel to the counter shaft and transmitted to the counter shaft An output shaft for outputting power; a first intermediate shaft and a second intermediate shaft provided in parallel with the second input shaft; and a power transmission mechanism for transmitting power from the second input shaft to the first intermediate shaft. , A second power interrupting mechanism for transmitting and interrupting power from the second intermediate shaft to the counter shaft, and between the first intermediate shaft and the second intermediate shaft. 1 Power transmission from the input shaft to the counter shaft is cut off There are, and a power adjustment mechanism for transmitting to the second intermediate shaft to adjust the power of the prime mover which is transmitted to the first intermediate shaft via the second input shaft and the power transmission mechanism.

  Further, in this vehicle transmission, the power adjustment mechanism includes a planetary gear unit and a motor configured to include a sun gear, a ring gear, and a planetary carrier, and the sun gear, the ring gear, and the planetary carrier are respectively connected to the first intermediate shaft. It is preferable that the second intermediate shaft and the drive shaft of the motor be connected to each other.

  In the vehicle transmission according to the present invention, in addition to the power transmission path in which the power of the prime mover is transmitted to the prime mover → first input shaft → first power interrupting mechanism → counter shaft → output shaft, the prime mover → second input shaft → It has a power transmission path that is transmitted as follows: power transmission mechanism → first intermediate shaft → power adjustment mechanism → second intermediate shaft → second power intermittent mechanism → counter shaft → output shaft. The power adjustment mechanism is connected to the first intermediate shaft via the second input shaft and the power transmission mechanism in a state where transmission of power from the first input shaft to the counter shaft is interrupted by the first power interrupt mechanism. The power transmitted from the prime mover to the output shaft is not interrupted even during a shift because the power transmitted from the prime mover is adjusted and transmitted to the second intermediate shaft. Torque shortage (torque loss) that tends to occur during gear shifting, as seen in an automatic transmission (MT), can be resolved. Further, as described above, the transmission for the vehicle has two power transmission paths for transmitting the power of the prime mover to the output shaft, and torque assist performed during the shift is performed with the power of the prime mover. Even when a motor is used for the mechanism, a motor having a small driving torque can be used. For this reason, the motor and the battery for driving the motor may be small, and the weight increase can be suppressed and the cost can be reduced. In addition, since the motor can be reduced in size, it is easy to mount on the vehicle, and a comfortable shift feeling can be obtained between all shift stages.

  The power adjustment mechanism includes a planetary gear unit and a motor configured to include a sun gear, a ring gear, and a planetary carrier. The sun gear, the ring gear, and the planetary carrier are respectively a first intermediate shaft, a second intermediate shaft, and a motor. If it is connected to one of the drive shafts, it can easily control the large prime mover output with a small output of the motor, so not only the adjustment of the assist torque is very easy, but also the configuration It can also be very simple.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a skeleton diagram of a vehicular automatic transmission as an embodiment of a vehicular transmission according to the present invention. This automatic transmission for vehicles (hereinafter simply referred to as a transmission) 1 includes a first input shaft 11 connected to a crankshaft CS of an engine EG, which is a prime mover, via a clutch CL, and the first input shaft 11 The interior is provided coaxially with the first input shaft 11 and is rotatable relative to the first input shaft 11, and the second rotational power of the engine EG is directly input from the crankshaft CS of the engine EG without the clutch CL. Similar to the input shaft 12 and the second input shaft 12, the inside of the first input shaft 11 is coaxial with the first input shaft 11 and is provided so as to be rotatable relative to the first input shaft 11. The first idle shaft 14, the second idle shaft 15, the first intermediate shaft 16, and the second intermediate shaft disposed in parallel with the first input shaft 11, the second input shaft 12, and the third input shaft 13. Shaft 17 and counter shaft 18 , And the reverse idle shaft 19, is constituted by an output shaft 20. Hereinafter, when the crankshaft CS of the engine EG rotates, the rotation direction of each of the shafts (and the gears on the shaft) that rotates with the crankshaft CS is referred to as “positive direction” (the sun gear SG of the planetary gear unit PGU described later). The forward direction of rotation is the same as the forward direction of rotation of the ring gear RG and the planetary carrier PC that also constitute the planetary gear unit PGU), and the opposite direction of rotation is defined as “reverse direction”.

  The clutch CL is a device for connecting and releasing the crankshaft CS of the engine EG and the first input shaft 11 and is formed integrally with the flywheel FW attached to the crankshaft CS as shown in FIG. The clutch cover CC includes a friction disk FD, a pressure plate PP, and a diaphragm spring DS provided inside the clutch cover CC. The first input shaft 11 is connected to the friction disk FD via the first damper DM1, and the second input shaft 12 is connected to the flywheel FW via the second damper DM2. The pressure plate PP is provided on the side of the friction disk FD opposite to the flywheel FW. The diaphragm spring DS is supported (clamped) through two pivot rings PR to the flywheel FW. It is in a pressed state (engaged state or on state of the clutch CL, see FIG. 2A). In this state, the driving force of the engine EG is transmitted from the flywheel FW to the first input shaft 11 via the first damper DM1 and the friction disk FD. However, the electronic control unit ECU shown in FIG. When the inner peripheral edge of the diaphragm spring DS is pressed to the left in FIG. 2, the diaphragm spring DS is warped against the pivot ring PR as a fulcrum, and the pressing of the friction disk FD to the flywheel FW by the pressure plate PP is released. (The clutch CL is disengaged or off. See FIG. 2B). In this state, power transmission to the first input shaft 11 by the driving force of the engine EG is cut off.

  As shown in FIG. 1, on the outer peripheral surface of the first input shaft 11, a second speed drive gear G2V, an input shaft 2-3 speed sync mechanism SI23, and an input shaft 3rd speed are sequentially arranged from the engine EG side (left side in FIG. 1). A drive gear GI3V, an input shaft 4-speed drive gear GI4V, an input shaft 4-5-speed sync mechanism SI45, and an input shaft 5-speed drive gear GI5V are provided. Here, the second speed drive gear G2V, the input shaft third speed drive gear GI3V, the input shaft fourth speed drive gear GI4V, and the input shaft fifth speed drive gear GI5V are all provided to be rotatable relative to the first input shaft 11. Yes. The input shaft 2-3 speed synchronization mechanism SI23 has an input shaft 2-3 speed dog DI23. As shown in FIG. 3, the electronic control unit ECU drives an actuator (not shown) to drive the input shaft 2-3 speed. By moving the dog DI 23 in the axial direction of the first input shaft 11, the second input gear G2V or the input third gear drive gear GI3V and the first input shaft 11 can be connected and released. Further, the input shaft 4-5 speed synchronization mechanism SI45 has an input shaft 4-5 speed dog DI45, and an actuator (not shown) is driven from the electronic control unit ECU to input the input shaft 4-5 speed dog DI45 as a first input. By moving the shaft 11 in the axial direction, the input shaft 4th speed drive gear GI4V or the input shaft 5th speed drive gear GI5V and the first input shaft 11 can be connected and released.

  The second input shaft 12 extends from the end of the first input shaft 11 opposite to the engine EG, and the third input shaft 13 protrudes from the first input shaft 11 in the second input shaft 12. It is provided on the outer peripheral side of the portion so as to be rotatable relative to the second input shaft 12. The second input shaft 12 further protrudes and extends from the end of the third input shaft 13 on the side opposite to the engine EG, and is provided with a first connecting gear CN1 fixed (incapable of relative rotation). ing. A fourth connection gear CN4 is fixedly provided on the outer peripheral surface of the third input shaft 13. Further, on the third input shaft 13, an input shaft coupling sync mechanism SI for coupling and releasing the first input shaft 11 and the third input shaft 13, and a third input shaft under the control of the electronic control unit ECU. An EV traveling two-way clutch CE2W that can prevent forward and reverse bidirectional rotation of the motor 13 is provided. Between the second input shaft 12 and the third input shaft 13, the electronic control unit ECU also A 1-speed / transmission 2-way clutch C12W that can prevent forward and reverse relative rotation between the second input shaft 12 and the third input shaft 13 by control is provided. The input shaft synchronization mechanism SI has an input shaft coupling dog DI, and an electronic control unit ECU drives an actuator (not shown) to move the input shaft coupling dog DI to the first input shaft 11 side to thereby move the third input shaft. 13 and the first input shaft 11 can be coupled, and the coupling between the third input shaft 13 and the first input shaft 11 is released by moving the input shaft coupling dog DI to the third input shaft 13 side. Can do.

  A second connection gear CN2 that is always meshed with the first connection gear CN1 is fixed on the first idle shaft 14, and is constantly meshed with the fourth connection gear CN4 on the second idle gear 15. A fifth connection gear CN5 is fixedly provided. Here, the second idle shaft 15 is allowed to rotate in the forward direction by the EV traveling one-way clutch CE1W, but is prevented from rotating in the reverse direction.

  On the first intermediate shaft 16, there are provided a third connection gear CN3 that is always meshed with the second connection gear CN2, and a sixth connection gear CN6 that is always meshed with the fifth connection gear CN5. Here, the third connecting gear CN3 is mounted on the first intermediate shaft 16 via the start / first-speed two-way clutch CS2W, and the sixth connecting gear CN6 is fixedly provided on the first intermediate shaft 16. Yes. Here, in the start / first-speed two-way clutch CS2W, when the third coupling gear CN3 is regarded as being stopped, the first intermediate shaft 16 moves toward the opposite direction to the movement of the first intermediate shaft 16 (relative rotation). The electronic control unit ECU allows the first intermediate shaft 16 to move in a positive direction relative to the first intermediate shaft 16 when the third connecting gear CN3 is regarded as being stopped. Be controlled.

  On the second intermediate shaft 17, in order from the engine EG side, the reverse drive gear GRV, the 1-R speed sync mechanism S1R, the first speed drive gear G1V, and the intermediate shaft 3 that are always meshed with the reverse idle gear GRM on the reverse idle shaft 19 A high speed sync mechanism SM3, an intermediate shaft 3 speed drive gear GM3V, an intermediate shaft 4 speed drive gear GM4V, an intermediate shaft 4-5 speed sync mechanism SM45, and an intermediate shaft 5 speed drive gear GM5V are provided and arranged coaxially. A planetary gear unit PGU is interposed between the first intermediate shaft 16 and the second intermediate shaft 17. Here, the reverse drive gear GRV, the first speed drive gear G1V, the intermediate shaft third speed drive gear GM3V, the intermediate shaft fourth speed drive gear GM4V, and the intermediate shaft fifth speed drive gear GM5V are all rotated relative to the second intermediate shaft 17. It is provided freely. The 1-R speed synchronization mechanism S1R has a 1-R speed dog D1R, and an electronic control unit ECU drives an actuator (not shown) to move the 1-R speed dog D1R in the axial direction of the second intermediate shaft 17. As a result, the reverse drive gear GRV or the first speed drive gear G1V and the second intermediate shaft 17 can be connected and released. The intermediate shaft 3-speed synchronization mechanism SM3 has an intermediate shaft 3-speed dog DM3, and an actuator (not shown) is driven from the electronic control unit ECU so that the intermediate shaft 3-speed dog DM3 is moved in the axial direction of the second intermediate shaft 17. By moving, the intermediate shaft third speed drive gear GM3V and the second intermediate shaft 17 can be connected and released. Further, the intermediate shaft 4-5 speed synchronization mechanism SM45 has an intermediate shaft 4-5 speed dog DM45, and an actuator (not shown) is driven from the electronic control unit ECU to make the intermediate shaft 4-5 speed dog DM45 a second intermediate. By moving the shaft 17 in the axial direction, the intermediate shaft 4th speed drive gear GM4V or the intermediate shaft 5th speed drive gear GM5V and the second intermediate shaft 17 can be connected and released.

  The planetary gear unit PGU is externally connected to a sun gear SG provided on the second intermediate shaft 17 so as to be relatively rotatable, a ring gear RG fixed to the first intermediate shaft 16, an outer peripheral tooth of the sun gear SG, and an inner peripheral tooth of the ring gear RG. The plurality of planetary pinions PG and the planetary carrier PC that is fixed to the second intermediate shaft 17 and supports the plurality of planetary pinions PG so as to be able to rotate. A motor driven gear MN is fixed to the sun gear SG. The motor driven gear MN is a motor drive gear MV attached to the drive shaft MS of the motor M controlled from the electronic control unit ECU via the driver D. Always mesh. Note that power supplied from the battery B is supplied to the motor M via the driver D.

  On the counter shaft 18, a final drive gear GFV, a reverse driven gear GRN that is always meshed with the reverse idle gear GRM, a first speed driven gear G1N that is always meshed with the first speed drive gear G1V, and a second speed drive gear G2V that are sequentially meshed from the engine EG side. Always-meshed 2-speed driven gear G2N, input shaft 3-speed drive gear GI3V, and intermediate shaft 3-speed drive gear GM3V are always meshed with 3-speed driven gear G3N, input shaft 4-speed drive gear GI4V, and intermediate shaft 4-speed drive gear. A 5-speed driven gear G4N that is always meshed with both of the GM4V, a 5-speed driven gear G5N that is always meshed with both the input shaft 5-speed drive gear GI5V and the intermediate shaft 5-speed drive gear GM5V is provided. These final drive gear GFV, reverse driven gear GRN, 1st speed driven gear G1N, 2nd speed driven gear G2N, 3rd speed driven gear G3N, 4th speed driven gear G4N and 5th speed driven gear G5N are all fixed to the countershaft 18. Is provided.

  The output shaft 20 corresponds to the left and right axle shafts connected to the differential case DC. Left and right drive wheels (not shown) are attached to the left and right axle shafts that are the output shaft 20, and the final driven gear GFN coupled to the differential case DC is always meshed with the final drive gear GFV.

  As shown in FIG. 3, the rotational speed of the first input shaft 11 is detected by the first input shaft rotational speed sensor SN1, and the rotational speed of the second intermediate shaft 17 is detected by the second input shaft rotational speed sensor SN2. Further, the rotation speed of the counter shaft 18 is detected by the counter shaft rotation speed sensor SN3. An accelerator opening corresponding to the amount of depression of an accelerator pedal (not shown) provided in the driver's seat of the vehicle is detected by an accelerator opening sensor SN4, and whether or not the brake pedal is depressed is detected by a brake sensor SN5. The shift position selected by a shift lever (not shown) provided in the driver's seat is detected by the shift position sensor SN6.

  Detection information from these sensors SN1 to SN6 is input to the electronic control unit ECU. The electronic control unit ECU sets the current transmission ratio of the transmission 1 to the ratio between the rotational speed of the first input shaft 11 and the rotational speed of the counter shaft 18 or the rotational speed of the second input shaft 12 and the rotational speed of the counter shaft 18. The vehicle speed (vehicle speed) is calculated from the rotational speed of the counter shaft 18. Further, the load of the engine EG is calculated based on the detected accelerator opening, and it is determined based on the output of the brake sensor SN5 whether or not the driver of the vehicle is stepping on the brake. Further, which shift position is currently selected by the driver is determined based on the output from the shift position sensor SN6. Based on the information obtained from these sensors SN1 to SN6, the electronic control unit ECU engages and disengages the clutch CL, the EV traveling 2-way clutch CE2W, the first-speed / shifting 2-way clutch C12W, High-speed 2-way clutch CS2W and 6 synchronization mechanisms (input shaft 2-3 speed synchronization mechanism SI23, input shaft 4-5 speed synchronization mechanism SI45, input shaft connection synchronization mechanism SI, 1-R speed synchronization mechanism S1R, intermediate shaft 3 speed The operation control of the synchro mechanism SM3 and the intermediate shaft 4-5 speed synchro mechanism SM45) is performed.

  A plurality of gears (second speed drive gear G2V, input shaft third speed drive gear GI3V, input shaft fourth speed drive gear GI4V, and input shaft fifth speed drive gear GI5V) disposed on the first input shaft 11 described above. A plurality of synchro mechanisms (the input shaft 2-3 speed sync mechanism SI23, the input shaft 4-5 speed sync mechanism SI45) for connecting or releasing these gears on the first input shaft 11 and the counter shaft 18 The plurality of gears (second speed driven gear G2N, third speed driven gear G3N, fourth speed driven gear G4N, and fifth speed driven gear G5N) arranged on the upper side of the transmission 1 from the first input shaft 11 to the counter shaft 18 A “first power interrupting mechanism” 21 for transmitting power to and interrupting the power is configured. Further, a plurality of gears (reverse drive gear GRV, first speed drive gear G1V, intermediate shaft third speed drive gear GM3V, intermediate shaft fourth speed drive gear GM4V and intermediate shaft fifth speed drive gear arranged on the second intermediate shaft 17 are provided. GM5V) and a plurality of sync mechanisms (1-R speed sync mechanism S1R, intermediate shaft 3-speed sync mechanism SM3, intermediate shaft 4-5 speed) that connect these gears to the second intermediate shaft 17 or release the connection. Synchro mechanism SM45), reverse idle gear GRM provided on reverse idle shaft 19, and a plurality of gears (reverse driven gear GRN, first speed driven gear G1N, third speed driven gear G3N) provided on counter shaft 18 The 4th speed driven gear G4N and the 5th speed driven gear G5N) are “second power interrupting mechanism” 2 for transmitting and interrupting power from the second intermediate shaft 17 to the counter shaft 18 in the transmission 1. Constitute a. Further, the first connection gear CN1, the second connection gear CN2, and the third connection gear CN3 in the present transmission 1 transmit power from the second input shaft 12 to the first intermediate shaft 16, as “power transmission mechanism”. "23. Further, the planetary gear unit PGU, the motor M, and the electronic control unit ECU are configured to turn the second input shaft 12 in the state where the transmission of power from the first input shaft 11 to the counter shaft 18 is interrupted in the transmission 1. The “power adjusting mechanism” 24 is configured to adjust the power of the engine EG transmitted to the first intermediate shaft 16 via the first intermediate shaft 16 and transmit it to the second intermediate shaft 17 (see FIG. 1).

  Next, the shifting operation of the transmission 1 will be described. 4 and 5 show that the vehicle equipped with the transmission 1 starts from the stopped state where the engine EG is stopped, starts the engine EG, and then, as the vehicle speed increases, the first speed → second speed → third speed →. The operating state of each part of the transmission 1 in the case of simply upshifting, the rotation of the engine EG, the rotation of the motor M, the rotation of the first input shaft 11, the rotation of the second intermediate shaft 17 and the vehicle speed relative thereto. Shows the relationship. 6 to 21 show a skeleton diagram showing the power transmission state of the transmission 1 at a certain time in the speed change operation process, and the relationship between the rotational direction and the rotational speed between the gears constituting the planetary gear unit PGU. . In the skeleton diagram, members with power transmission are indicated by thick lines, and members without power transmission are indicated by broken lines. A hatched line in the clutch CL indicates that this is in an engaged state.

(Before engine start)
First, in a state where an ignition key (not shown) is in the off position, the electric power from the battery B is not supplied to the electronic control unit ECU (is off), and the engine EG and the motor M are both stopped. . In a state where the electronic control unit ECU is off, the clutch CL is on (engaged state), and all the sync mechanisms (input shaft 2-3 speed sync mechanism SI23, input shaft 4-5 speed sync mechanism SI45, input shaft). The linkage sync mechanism SI, 1-R speed sync mechanism S1R, intermediate shaft 3 speed sync mechanism SM3, and intermediate shaft 4-5 speed sync mechanism SM45) are all off (the dog is positioned at the neutral position). Here, when the ignition key is operated to the on position, electric power is supplied from the battery B to the electronic control unit ECU, and the electronic control unit ECU is turned on. When the electronic control unit ECU is turned on, it is possible to use electrical equipment such as radios and lights.

(Auxiliary machine operation)
When the driver steps on the brake (timing “0” in FIG. 4) and operates the ignition key to the motor start position, the electronic control unit ECU first turns off the clutch CL (not engaged) and EV travels. The two-way clutch CE2W is turned on, a control signal is output to the driver D, and the motor M is rotated in the forward direction by driving the battery B. Thus, even when the engine EG is in a stopped state, the auxiliary machine 30 such as an air conditioner can be used via the auxiliary machine clutch 31 connected to the motor M (see FIG. 6).

  Here, when the motor M rotates in the forward direction, the sun gear SG of the planetary gear unit PGU is driven to rotate in the forward direction, and the planetary carrier PC rotates in the forward direction because the ring gear RG is fixed. As a result, the second intermediate shaft 17 also rotates in the forward direction. However, since no gear is connected to the second intermediate shaft 17, the second intermediate shaft 17 only rotates idle. Here, the ring gear RG is fixed because the forward rotation of the ring gear RG is the first intermediate shaft 16 → the sixth connection gear CN6 → the fifth connection gear CN5 → the fourth connection gear CN4 → the third input shaft 13 → This is because the reverse rotation of the ring gear RG is blocked by the EV traveling one-way clutch CE1W and the forward / reverse bidirectional rotation becomes impossible because the transmission of force flowing with the EV shifting 2-way clutch CE2W is blocked. In the case where the capacity of the battery B is sufficient, the electronic control unit ECU stops the engine EG for so-called idling stop when the vehicle is stopped by stepping on the brake from the running state. The state of machine operation also occurs at such an idling stop.

(engine start)
When the driver releases the brake (timing of the number “1” in FIG. 4), the electronic control unit ECU determines that this is “willing to start the vehicle” and maintains the actual braking state (in FIG. 4). The braking is maintained until the timing of the number “4” as indicated by the broken line in FIG. 6), and the rotation of the motor M is temporarily stopped to decrease the rotation speed (rotational speed) of the second intermediate shaft 17. Then, the 1-R speed dog D1R of the 1-R speed sync mechanism S1R is moved to the 1st speed drive gear GV1 side (the 1-R speed sync mechanism SIR is turned on to the 1st speed side) to change the 1st speed drive gear G1V. The third input shaft 13 is connected to the second intermediate shaft 17 and the input shaft connecting dog DI of the input shaft connecting sync mechanism SI is moved to the first input shaft 11 side (with the input shaft connecting sync mechanism SI turned on). Is connected to the first input shaft 11, and after a predetermined time has elapsed (timing "2"), the clutch CL is turned on and the motor M is rotated in the reverse direction as the accelerator pedal of the driving vehicle is depressed. (See FIG. 7).

  As a result, the sun gear SG rotates in the reverse direction. However, since the planetary carrier PC connected to the drive wheels is fixed by continuing the braking, the ring gear RG rotates in the forward direction to rotate the first intermediate shaft 16. Rotate in the positive direction. Since the rotation of the first intermediate shaft 16 is further transmitted from the sixth connection gear CN6 → the fifth connection gear CN5 → the fourth connection gear CN4 → the third input shaft 13, the third input shaft 13 rotates in the forward direction. . Further, the forward rotation of the third input shaft 13 is transmitted from the input shaft coupling sync mechanism SI → the first input shaft 11 → the clutch CL → the crankshaft CS. The electronic control unit ECU is synchronized with the rotation of the crankshaft CS. When an electric current is supplied to an ignition coil (not shown), the engine EG is started. Thus, in the present transmission 1, the motor M plays a role of the engine starter motor when the vehicle is stopped.

  FIG. 8 shows the relationship between the rotational direction and the rotational speed among the ring gear RG, the planetary carrier PC, and the sun gear SG when the engine is started. From this figure, since the planetary carrier PC is fixed, if the reverse rotation speed of the motor M, that is, the sun gear SG increases, the forward rotation speed of the ring gear RG (that is, the crankshaft CS) increases accordingly. I understand that. When the engine EG is started, the first intermediate shaft 16 always rotates in the positive direction relative to the third connection gear CN3 (the third connection gear CN13 is also rotated by the rotation of the second input shaft 12). The first intermediate shaft 16 rotates in the positive direction, but the first intermediate shaft 16 rotates in the positive direction faster than the third connecting gear CN3 due to the gear ratio). As a free mode, the first intermediate shaft 16 is allowed to rotate relative to the third connection gear CN3, and the first intermediate shaft 16 is idled with respect to the third connection gear CN3 without being connected to the third connection gear CN13. It becomes.

(Engine drive start)
After the engine EG is started, the electronic control unit ECU turns off the clutch CL after a predetermined time has elapsed (timing “3” in FIG. 4). Further, after a predetermined time has passed (timing of number “4”, the braking that was continued at this time is also released), the rotation operation of the motor M is changed from the reverse direction to the forward direction. When the clutch CL is turned off, the flow of power from the engine EG to the first input shaft 11 is cut off, and the power of the engine EG is changed from engine EG → second input shaft 12 → first connection gear CN1 → second connection. Gear CN2 → third connecting gear CN3 → first intermediate shaft 16 (starting / first-speed two-way clutch CS2W is turned on) → transmitting with ring gear RG (rotation is forward), but motor M is forward Since the sun gear SG is also rotated in the forward direction by rotating the planetary carrier PC, the planetary carrier PC is rotated in the forward direction. The rotation of the planetary carrier PC is as follows: planetary carrier PC → second intermediate shaft 17 → 1-R speed sync mechanism S1R → first speed drive gear G1V → first speed driven gear G1N → counter shaft 18 → final drive gear GFV → final The driven gear GFN → the differential case DC → the output shaft 20 → the left and right drive wheels are transmitted, and the vehicle starts at low speed and high torque (see FIG. 9).

  Further, the rotational speed of the intermediate shaft 17 (that is, the output shaft 20) can be further increased by increasing the rotational speed of the engine EG (increasing the accelerator opening) or increasing the rotational speed of the motor M. In this vehicle starting state, the rotation of the first intermediate shaft 16 is the sixth connecting gear CN6 → the fifth connecting gear CN5 → the fourth connecting gear CN4 → the third input shaft 13 → the input shaft connecting sync mechanism SI → first. Although transmitted to the input shaft 11, the clutch CL is off, so that the first input shaft 11 only idles on the second input shaft 12.

  Thus, by controlling the rotation of the motor M, the vehicle can be started at a low speed, that is, the motor M that is significantly smaller than the output of the engine EG while maintaining the output of the engine EG substantially constant. This means that the transmission 1 is controlled with respect to vehicle start and extremely low speed travel by the output change (the output of the motor M is about 1/10 to 1/20 with respect to the output of the engine EG).

  FIG. 10 shows the relationship between the rotational direction and the rotational speed among the ring gear RG, the planetary carrier PC, and the sun gear SG at the time of starting the engine EG drive of the vehicle. FIG. When the rotational speed of the ring gear RG (engine EG) is increased without changing the rotational speed of the motor M, FIG. 10B shows the (motor) of the sun gear SG without changing the rotational speed of the ring gear RG (engine EG). This is an example when the number of rotations (M) is increased. From these figures, by increasing the rotation speed of the ring gear RG (that is, the engine EG) or by increasing the rotation speed of the sun gear SG (that is, the motor M), the planetary carrier PC (that is, the output shaft 20). It can be seen that the forward rotational speed can be increased.

(EV start)
It is also possible to start the vehicle with only the driving force of the motor M without starting the engine EG from the motor M starting state (see FIG. 6) in which only the auxiliary machine 30 can be operated. In this case, the 2-way clutch CE2W for EV traveling is turned on to fix the third input shaft 13 so as not to rotate, and the 1-speed / shift 2-way clutch C12W is turned off, and then the 1-R speed sync mechanism The 1-R speed dog D1R of S1R is moved to the first speed drive gear GV1 side to connect the first speed drive gear G1V to the second intermediate shaft 17. Then, the motor M is rotated in the forward direction, and the planetary carrier PC is rotated in the forward direction integrally with the sun gear SG. At this time, the forward rotation of the ring gear RG is caused by the force flowing through the first intermediate shaft 16 → the sixth connecting gear CN6 → the fifth connecting gear CN5 → the fourth connecting gear CN4 → the third input shaft 13 → the EV traveling 2-way clutch CE2W. The reverse rotation of the ring gear RG is blocked by the transmission, and the EV traveling one-way clutch CE1W is blocked. For this reason, the ring gear RG cannot be rotated in both forward and reverse directions, and the driving force of the motor M is as follows: motor M → motor driving gear MV → motor driven gear MN → sun gear SG → planetary pinion PG → planetary carrier PC → second intermediate Shaft 17 → 1-R speed sync mechanism S1R → first speed drive gear G1V → first speed driven gear G1N → counter shaft 18 → final drive gear GFV → final driven gear GFN → differential case DC → output shaft 20 → left and right drive wheels Then, the vehicle starts at low speed and high torque (see FIG. 11).

  FIG. 12 shows the relationship between the rotational direction and the rotational speed among the ring gear RG, the planetary carrier PC, and the sun gear SG when the vehicle starts from EV. From this figure, when the ring gear RG is fixed, the forward rotational speed of the planetary carrier PC (that is, the output shaft 20) is increased by increasing the forward rotational speed of the sun gear SG (that is, the motor M). You can see that

(Start → 1 speed shift, 1 speed run)
After the vehicle starts at a low speed by the power of the engine EG, the electronic control unit ECU starts engaging the clutch CL after a predetermined time has elapsed (timing “5” in FIG. 4), and further after the predetermined time has elapsed (number) Timing “6”) Engagement of the clutch CL is completed. Accordingly, the power of the engine EG is as follows: engine EG → clutch CL → first input shaft 11 → input shaft coupling sync mechanism SI → third input shaft 13 → fourth coupling gear CN4 → fifth coupling gear CN5 → sixth coupling gear CN6. A flowing power transmission path and a flowing power transmission path such as engine EG → second input shaft 12 → first connection gear CN1 → second connection gear CN2 → third connection gear CN3 are generated. Since the gear CN6 rotates faster than the third connecting gear CN3 (both rotating directions are both positive), the start / first-speed two-way clutch CS2W allows relative rotation of the first intermediate shaft 16 with respect to the third connecting gear CN3. The first intermediate shaft 16 is idled with respect to the third connection gear CN3 without being connected to the third connection gear CN3. For this reason, the first intermediate shaft 16 is driven by the engine EG through the power transmission path via the first input shaft 11 having a smaller reduction ratio, and the vehicle is in the first speed (LoW) traveling state (see FIG. 13). .

  In the first speed traveling state, the accelerator opening can be increased to increase the vehicle speed. Further, during traveling at the first speed, the driving of the motor M is stopped to enter an energy regeneration state (charged state). FIG. 14 shows the relationship between the rotational direction and the rotational speed among the ring gear RG, the planetary carrier PC, and the sun gear SG during the first speed traveling. From this figure, the rotational speed of the ring gear RG (that is, the engine EG) is shown. It can be seen that even if the rotational speed of the sun gear SG (that is, the motor M) is substantially constant, the forward rotational speed of the planetary carrier PC (that is, the output shaft 20) can be increased. Note that the rotation speed of the motor M during energy regeneration becomes substantially zero, or rotates in the reverse direction in response to the reaction force of the planetary carrier PC rotating in the forward direction.

(1st → 2nd speed, 2nd speed)
When the vehicle speed increases to a predetermined value during traveling in the first speed (the timing of the number “7” in FIG. 4), the electronic control unit ECU starts a shift operation from the first speed to the second speed. First, the first-speed / transmission 2-way clutch C12W is turned on (thereby connecting the second input shaft 12 and the third input shaft 13), and then the clutch CL is turned off after a predetermined time has elapsed. To do. As a result, the transmission of the engine EG power to the output shaft 20 via the first input shaft 11 is interrupted, but the engine EG → the second input shaft 12 → the two-way clutch C12W for first speed / shift → the third input Shaft 13 → fourth connecting gear CN4 → fifth connecting gear CN5 → sixth connecting gear CN6 → first intermediate shaft 16 → planetary gear unit PGU (ring gear RG → planetary pinion PG → planetary carrier PC) → second intermediate shaft 17 → 1 -R speed sync mechanism S1R → first speed drive gear G1V → first speed driven gear G1N → counter shaft 18 → final drive gear GFV → final driven gear GFN → differential case DC → output shaft 20

  As a result, shifting from the first speed to the second speed, that is, between the engine EG and the first input shaft 11 unavoidable in changing the power transmission path from the engine EG to the output shaft 20 via the first input shaft 11. Torque assist (torque replenishment) can be performed by transmitting the power of the engine EG to the output shaft 20 via the second input shaft 12 so that the rotational torque of the output shaft 20 does not drop during power transmission interruption.

  After the clutch CL is turned off, after a predetermined time has elapsed (timing “8”), the input shaft coupling dog DI of the input shaft coupling synchronization mechanism SI is positioned in the neutral position (the input shaft coupling synchronization mechanism SI is turned off). In addition, during the period of numbers “9” to “10” in FIG. 4, the 2-3 speed dog DI 23 of the input shaft 2-3 speed synchro mechanism SI23 is moved to the 2nd speed drive gear G2V side to move to the 2nd speed drive gear. G2V is connected to the first input shaft 11 (see FIG. 15).

  When the vehicle speed further increases and reaches a predetermined value (timing “11” in FIG. 5), the electronic control unit ECU rotates the motor M during energy regeneration in the forward direction to decrease the rotational speed of the engine EG. . Then, engagement of the clutch CL is started after a lapse of a predetermined time, and further, the engagement is completed after a lapse of the predetermined time (timing of number “12” in FIG. 5). When the engagement of the clutch CL is completed, the power of the engine EG is engine EG → first input shaft 11 → input shaft 2-3 speed sync mechanism SI23 → second speed drive gear G2V → second speed driven gear G2N → counter shaft 18 → final. Drive gear GFV → final driven gear GFN → differential case DC → output shaft 20 is transmitted. That is, the power of the engine EG that has been transmitted to the counter shaft 18 through the second input shaft 12, the first intermediate shaft 16, the planetary gear unit PGU, and the second intermediate shaft 17 until then is replaced with the first input shaft 11 instead. By way of this, the vehicle is transmitted to the countershaft 18, whereby the vehicle enters the second speed traveling state (see FIG. 16).

  Here, as described above, the clutch CL is gradually engaged while the rotational speed of the engine EG is decreased, which is rotated by the counter shaft 18 via the second speed drive gear G2V and the second speed driven gear G2N. This is because, if the rotational difference between the first input shaft 11 and the second input shaft 12 rotated by the engine EG is too large, a large shock will occur in the subsequent engagement of the clutch CL. In order to avoid the occurrence of the above, the first input shaft 11 and the second input shaft 12 are synchronized.

  FIG. 17 shows the relationship between the rotational direction and the rotational speed among the ring gear RG, the planetary carrier PC, and the sun gear SG when the clutch CL is engaged during the shift from the first speed to the second speed. The rotation of the ring gear RG (i.e., the engine EG) is increased by increasing the positive rotation speed of the sun gear SG (i.e., the motor M) with little effect on the rotational speed of the PC (i.e., the second intermediate shaft 17). It can be seen that the number can be reduced.

  Thus, in the present transmission 1, torque can be supplied to the output shaft 20 during the shift from the first speed to the second speed by the driving force control of the motor M, that is, torque assist can be performed, and the driving force is interrupted during the shifting. Therefore, it is possible to prevent a drop in driving force (shortage of torque) during a shift that tends to occur in a general manual transmission (MT). Further, in such a shift with torque assist by the motor M, since there is no restriction on the shift time from the heat capacity limit found in a normal clutch shift (shift only by the clutch), the shift is smooth over a relatively long time. Can achieve a comfortable shifting feeling. When the shift cannot be completed only by the driving force of the motor M, such as when the energy stored in the battery B is small, the shift may be completed by engaging the clutch CL early.

  FIG. 18 shows how the torque of the output shaft 20 is assisted by the driving force control of the motor M in the present transmission 1. Here, the case where all the assist torque required during the shift can be generated by the drive control of the motor M is “low torque shift”, and the assist torque required during the shift cannot be generated by the drive control of the motor M. The case is set to “high torque transmission”, and for each case, the engine EG rotation speed is “engine rotation speed”, the torque generated by driving the engine EG is “engine torque”, and the motor M rotation speed is “motor rotation”. Number ”, the assist torque generated by driving the motor M is“ assist torque by motor driving ”, the driving force of the engine EG and the motor M is input to the planetary gear unit PGU, and the output generated by the planetary carrier PC is“ output ” Torque ", and these correlations are shown along the time axis. In the figure, the engine EG rotation speeds of “motor-driven assist torque” and “PGU (planetary gear unit) relative rotation of gears” are different from each other, but there is a one-to-one correlation. It is shown as you can see.

  As shown in the “low torque shift” stage in this figure, the assist torque that can be normally generated by driving the motor M is kept within the rated torque range of the motor M, and the shift period of the transmission 1 (see FIG. It is designed to be able to assist in all of the drop in output torque during the period of time t1 to t2 shown in FIG. Therefore, as shown in the stage of “high torque shift”, when the limit of the rotation speed of the motor M reaches the rated torque before the assist of the drop of the output torque during the shift period, the shift period is reached. The torque cannot be assisted over the entire area. However, in this case, as described above, the clutch CL is engaged early to complete the shift, so that the torque drop during the shift period can be eliminated. Such assist torque (triangular region in the figure) due to engagement of the clutch CL is shown as “clutch torque”.

  During the second speed traveling, the intermediate shaft third speed drive gear GM3V is connected to the second intermediate shaft 17 in preparation for further upshifting, or the first speed driving gear GV1 and the second intermediate gear are prepared for downshifting. One of the operations of maintaining the connection state with the shaft 17 is performed, and the determination is made by the electronic control unit ECU according to the traveling state such as the vehicle speed and the load of the engine EG. Here, the case of upshifting from the current second speed to the third speed will be described.

(2nd gear → 3rd gear shift)
In the second speed traveling state, the accelerator opening can be increased (depressing the accelerator pedal) to increase the vehicle speed. However, when the vehicle speed increases to a predetermined value (the number “13” in FIG. 5). Timing), the electronic control unit ECU starts shifting operation from the second speed to the third speed. For this, first, the driving of the motor M is stopped (so that the torque of the motor M becomes substantially zero), and the rotational speed of the second intermediate shaft 17 is reduced, while the 1-R of the 1-R speed sync mechanism S1R is reduced. The speed dog D1R is positioned at the neutral position, and the connection between the first speed drive gear G1V and the second intermediate shaft 17 is released. Then, the intermediate shaft 3 speed drive gear GM3V and the second intermediate shaft 17 rotating in mesh with the 3rd speed driven gear G3N (this 3rd speed driven gear G3N rotates integrally with the counter shaft 18). When the rotation speeds of the intermediate shaft 3 speed dog gear DM3 of the intermediate shaft 3 speed sync mechanism SM3 are moved to the intermediate shaft 3 speed drive gear GM3V side, the intermediate shaft 3 speed drive gear is moved. The GM3V and the second intermediate shaft 17 are connected. Then, after a predetermined time has elapsed (timing of number “15”), the clutch CL is turned off (see FIG. 19).

  Accordingly, the power of the engine EG is changed from the second input shaft 12 to the first-speed / shifting two-way clutch C12W → the third input shaft 13 → the fourth connecting gear CN4 → the fifth connecting gear CN5 → the sixth connecting gear CN6 → the first intermediate. Shaft 16 → planetary gear unit PGU (ring gear RG → planetary pinion PG → planetary carrier PC) → second intermediate shaft 17 → intermediate shaft 3-speed sync mechanism SM3 → intermediate shaft 3-speed drive gear GM3V → 3-speed driven gear G3N → counter shaft 18 → Final drive gear GFV → Final driven gear GFN → Differential case DC → Output shaft 20 That is, in the shift from the second speed to the third speed, the power transmission from the engine EG to the output shaft 20 that has been performed through the first input shaft 11 is interrupted so that the driving torque does not drop. The power of the engine EG is transmitted to the output shaft 20 via the second input shaft 12, the third input shaft 13, the first intermediate shaft 16, and the second intermediate shaft 17.

  Further, when the timing of the number “15” in FIG. 5 is reached, the electronic control unit ECU rotates the motor M in the forward direction from the stop or the rotation near the stop to decrease the rotation speed of the engine EG. The reason why the rotational speed of the engine EG is reduced in this way is to reduce the shock that occurs when the clutch CL is subsequently engaged, as in the case of shifting from the first speed to the second speed. The electronic control unit ECU turns off the clutch CL as described above, and then changes the input shaft 2-3 speed dog DI23 of the input shaft 2-3 speed sync mechanism SI23 from the second speed drive gear G2V side to the third speed drive gear G3V. The second speed drive gear G2V and the first input shaft 11 are released, and the third speed drive gear G3V and the first input shaft 11 are connected.

  FIG. 20 shows the relationship between the rotational direction and the rotational speed among the ring gear RG, the planetary carrier PC, and the sun gear SG when the clutch CL is engaged at the time of shifting from the second speed to the third speed. By rotating the sun gear SG (i.e., the motor M) in the positive direction without substantially affecting the rotation speed of the PC (i.e., the second intermediate shaft 17), the rotation speed of the ring gear RG (i.e., the engine EG) is reduced. It can be seen that it can be lowered.

(3 speed driving)
When the rotational speed of the engine EG starts to decrease by rotating the motor M in the forward direction, the clutch CL is gradually engaged, and the rotational speed of the engine EG becomes the rotational speed of the first input shaft 11 during the third speed traveling. When substantially equal (timing of number “16”), engagement of the clutch CL is completed. When the clutch CL engagement is completed, the power of the engine EG is as follows: engine EG → first input shaft 11 → input shaft 2-3 speed sync mechanism SI23 → input shaft third speed drive gear GI3V → third speed driven gear G3N → counter shaft 18 → Final drive gear GFV → final driven gear GFN → differential case DC → output shaft 20 is transmitted. That is, the power of the engine EG that has been transmitted to the counter shaft 18 via the second input shaft 12, the first intermediate shaft 16 and the second intermediate shaft 17 until then is transmitted to the counter shaft 18 via the first input shaft 11. As a result, the vehicle enters the third speed traveling state (see FIG. 21).

  As described above, in the present transmission 1, as in the case of the shift from the first speed to the second speed, torque supply to the output shaft 20 during the shift from the second speed to the third speed by the driving force of the motor M, that is, torque assist is performed. Since the driving force is not interrupted during the shift, it is possible to prevent a drop in driving force (deficient torque) during the shift. Although not shown here, the shift from the 3rd speed to the 4th speed and the shift from the 4th speed to the 5th speed are also performed in the same manner as the shifts shown so far, and the same effects as these cases can be obtained. Further, when the shift cannot be completed only with the driving force of the motor M, such as when the energy stored in the battery B is small, the clutch CL may be engaged early to complete the shift. The same applies not only to the shift to the high speed but also to the shift from the second speed to the third speed, the shift from the third speed to the fourth speed, and the shift from the fourth speed to the fifth speed.

  Here, a case has been shown in which the transmission 1 is simply upshifted from 1st speed → 2nd speed → 3rd speed →... Even in the case of simply downshifting from 4th speed → 3rd speed →..., The basic shift operation is the same as that in the upshift. Therefore, the torque assist to the output shaft 20 is performed during the downshift to prevent the driving force from dropping and the smooth shift feeling can be obtained as in the upshift.

  In reverse travel from the vehicle stop state, in the start operation from the vehicle stop state described above, the reverse drive gear GRV instead of moving the 1-R speed dog D1R of the 1-R speed sync mechanism S1R to the first speed drive gear GV1 side. The reverse drive gear GRV and the second intermediate shaft 17 may be connected to each other. Accordingly, the power of the engine EG is changed from engine EG → second input shaft 12 → first connection gear CN1 → second connection gear CN2 → third connection gear CN3 → first intermediate shaft 16 → planetary gear unit PGU (ring gear RG → planetary pinion PG → planetary carrier PC) → second intermediate shaft 17 → 1-R speed sync mechanism S1R → reverse drive gear GRV → reverse idle gear GRM → reverse driven gear GRN → counter shaft 18 → final drive gear GFV → final driven gear GFN → differential The case DC → the output shaft 20 → the left and right drive wheels are transmitted, but the rotation direction of the drive wheels at this time is opposite to that during forward movement of the vehicle, so that the vehicle is in the reverse travel state (see FIG. 22).

(Kick down)
Subsequently, when temporary acceleration (driving force) is required from a state in which the vehicle including the transmission 1 is traveling at a constant speed of the fifth speed, the motor is not executed without actually performing a downshift. A case where the sudden acceleration shift is performed using only the driving force of M will be described. FIG. 23 shows the operating state of each part of the transmission 1 corresponding to the traveling of the vehicle, the rotation of the engine EG, the rotation of the motor M, the rotation of the first input shaft 11 and the rotation of the second intermediate shaft 17 in response thereto. It is a graph which shows the relationship between vehicle speed. FIGS. 24 and 25 are skeleton diagrams showing the power transmission state of the transmission 1 at a certain time in the speed change operation process. In these skeleton diagrams, members with power transmission are indicated by thick lines, and members without power transmission are indicated by broken lines.

  In the state of running at a constant speed of the fifth speed, the input shaft 4-5 speed dog DI45 of the input shaft 4-5 speed sync mechanism SI45 is moved to the input shaft 5th speed drive gear GI5V side, and the input shaft 5th speed drive gear is moved. The GI 5V and the first input shaft 11 are connected, and the clutch CL is turned on. At this time, the power of the engine EG is: engine EG → first input shaft 11 → input shaft 4-5 speed sync mechanism SI45 → input shaft 5 speed drive gear GI5V → 5 speed driven gear G5N → counter shaft 18 → final drive gear GFV → Final driven gear GFN → differential case DC → output shaft 20 is transmitted, but in preparation for a downshift due to sudden accelerator depression (kickdown), the first-speed / shift 2-way clutch C12W is turned on in advance and intermediate The intermediate shaft 3-speed dog DM3 of the shaft 3-speed synchronization mechanism SM3 is moved to the intermediate shaft 3-speed drive gear GM3V side to connect the intermediate shaft 3-speed drive gear GM3V and the second intermediate shaft 17. Further, the rotational speed of the motor M is adjusted to a predetermined value so that the rotational speed of the second intermediate shaft 17 does not hinder the rotation of the counter shaft 18 (see FIG. 24).

  If the driver feels the need for rapid acceleration while driving at a constant speed of 5th speed, or when the driver needs to overtake on the highway, the accelerator will It is stepped on suddenly (kick down). The electronic control unit ECU detects such an accelerator operation on the basis of information such as the accelerator opening detected by the accelerator opening sensor SN4 and the current vehicle speed detected by the counter shaft rotation speed sensor SN3. The gear ratio is shifted down from the fifth gear to a gear corresponding to the third gear so that First, the clutch CL is turned off at the timing of the number “1” in FIG. As a result, the driving force of the engine EG is as follows: engine EG → second input shaft 12 → first-speed / transmission 2-way clutch C12W → third input shaft 13 → fourth connecting gear CN4 → fifth connecting gear CN5 → sixth connecting gear. CN6-> first intermediate shaft 16-> planetary gear unit PGU (ring gear RG-> planetary pinion PG-> planetary carrier PC-> second intermediate shaft 17-> intermediate shaft 3-speed sync mechanism SM3-> intermediate shaft 3-speed drive gear GM3V-> 3-speed driven gear G3N → Counter shaft 18 → final drive gear GFV → final driven gear GFN → differential case DC → output shaft 20 (see FIG. 25).

  Here, when the driving of the motor M that has been rotated in the positive direction is stopped and the rotational speed is decreased, the rotational speed of the engine EG increases accordingly (see FIG. 8 described above). A large driving force can be obtained accordingly. When the rotational speed of the motor M decreases and becomes almost zero (timing of the number “2” in FIG. 23), the increase rate of the rotational speed of the engine EG is slightly reduced. Thereafter, the vehicle speed increases with a magnitude corresponding to the accelerator opening.

  Here, when the driver releases the large depression of the accelerator (the timing of the number “3” in FIG. 23), the electronic control unit ECU rotates the motor M in the forward direction and decreases the rotational speed of the engine EG. As a result, the rotational speed of the second input shaft 12 decreases, and when the rotational speed of the second input shaft 11 becomes substantially the same as the rotational speed of the first input shaft 11 (timing of number “4” in FIG. 23), the clutch CL is engaged. As a result, the power of the engine EG is changed from engine EG → first input shaft 11 → input shaft 4-5 speed sync mechanism SI45 → input shaft 5 speed drive gear GI5V → 5 speed driven gear G5N → counter shaft 18 → final drive gear GFV → Final driven gear GFN → differential case DC → output shaft 20 is transmitted to return to the fifth speed running state before kickdown (see FIG. 24 described above).

  As described above, in the present transmission 1, not only a simple upshift or downshift in which the gear ratio is increased or decreased in order step by step, but also a gear shift in which the gear ratio is jumped up or down by one or more steps, During the speed change, the assist torque acts on the output shaft 20 so that the driving force is not interrupted. In addition, when temporary acceleration (driving force) is required as described above, a strong acceleration force is exhibited only during kick-down (during clutch CL off) without causing actual shift down. It is possible to obtain a driving force with good responsiveness similar to the effect at the time of lock-up off in a torque converter having a lock-up mechanism.

(EV running)
Next, a case where the vehicle equipped with the transmission 1 is traveling at the 4th speed by the engine EG driving and the engine EG is stopped for a certain period to travel only by the driving force of the motor M (EV traveling) will be described. . FIG. 26 shows the operating state of each part of the transmission 1 corresponding to the traveling of the vehicle, the rotation of the engine EG, the rotation of the motor M, the rotation of the first input shaft 11 and the rotation of the second intermediate shaft 17 in response thereto. It is a graph which shows the relationship between vehicle speed. FIGS. 27 and 28 are skeleton diagrams showing the power transmission state of the transmission 1 at a certain time in the speed change operation process. In these skeleton diagrams, members with power transmission are indicated by thick lines, and members without power transmission are indicated by broken lines.

  In a state where the engine EG is driven at a constant speed at the fourth speed by the driving force of the engine EG, the input shaft 4-5 speed dog DI45 of the input shaft 4-5 speed sync mechanism SI45 is moved to the input shaft 4th speed drive gear GI4V side, The input shaft 4-speed drive gear GI4V and the first input shaft 11 are connected, the first-speed / shift 2-way clutch C12W is turned on, and the clutch CL is turned on. At this time, the power of the engine EG is: engine EG → first input shaft 11 → input shaft 4-5 speed sync mechanism SI45 → input shaft 4th speed drive gear GI4V → 4th speed driven gear G4N → counter shaft 18 → final drive gear GFV → Final driven gear GFN → differential case DC → output shaft 20 is transmitted. Here, it is assumed that the intermediate shaft 4th speed drive gear GM4V is connected to the second intermediate shaft 17 by the intermediate shaft 4-5th speed sync mechanism SM45 (see FIG. 27).

  Here, when the driver performs cruising or low-load traveling, the electronic control unit ECU then turns off the clutch CL after a predetermined time has elapsed (the timing of the number “1” in FIG. 26). Then, after a predetermined time has elapsed (timing of number “2” in FIG. 26), the first-speed / shifting 2-way clutch C12W is turned off, the engine EG is stopped, and the EV traveling 2-way clutch CE2W Is turned on to fix the third input shaft 13 so as not to rotate. As a result, the flow of power previously transmitted from the engine EG to the output shaft 20 is eliminated, and instead the power of the motor M is changed from the motor M → the motor drive gear MV → the motor driven gear MN → the sun gear SG → the planetary pinion PG → Planetary carrier PC → second intermediate shaft 17 → intermediate shaft 4-5 speed sync mechanism SM45 → intermediate shaft 4th speed drive gear GM4V → 4th speed driven gear G4N → counter shaft 18 → final drive gear GFV → final driven gear GFN → differential case DC → output shaft 20 → right and left drive wheels are transmitted, and the vehicle enters an EV running state (see FIG. 28).

  Here, the ring gear RG cannot be rotated in both forward and reverse directions by the action of the two-way clutch CE2W for EV speed change and the one-way clutch CE1W for EV traveling. Therefore, the sun gear SG is moved in the forward direction along with the forward rotation of the motor M. When rotating, the planetary carrier PC rotates in the forward direction, and the second intermediate shaft 17 rotates in the forward direction. Since the engine EG is stopped during this EV travel, the electronic control unit ECU increases the forward rotational speed of the motor M in accordance with the decrease in the engine rotational speed in order to maintain the constant speed travel up to that time. The second intermediate shaft 17 is controlled so that the rotation speed is kept constant.

  The relationship between the rotational direction and the rotational speed among the ring gear RG, the planetary carrier PC, and the sun gear SG when the rotational speed of the motor M is increased during such EV traveling is the same as that in FIG. The rotation speed of the planetary carrier PC (that is, the second hollow shaft 17) is increased by rotating the sun gear SG (that is, the motor M) in the positive direction. I can see that

  In addition, torque vibration due to pumping friction in the engine EG may occur immediately before the engine EG is stopped at the time of shifting to the EV traveling. This is a supply / discharge valve (not shown) immediately before the engine EG is stopped. ) Can be avoided by opening part or all of the above. Alternatively, the start / first-speed two-way clutch CS2W may be set to a free mode before the engine EG is stopped to bring the clutch CL into a half-clutch state. In this way, the influence of the engine EG serving as a vibration source Since the engine EG can be disconnected by the half-clutch slip that does not receive the vibration, and then the disconnected engine EG can be stopped, the vibration is effectively reduced.

  After such EV travel, when the driver needs to accelerate and greatly depresses the accelerator pedal (when kicked down), the electronic control unit ECU should stop the EV travel from being continued due to insufficient power of the battery B. Is determined (timing of number “3” in FIG. 26), the electronic control unit ECU performs an operation for returning to normal traveling by driving the engine EG. First, an electric current is supplied to the ignition coil (not shown) to start the engine EG (the crankshaft CS of the engine EG is already rotating, so that the crankshaft CS is started as when the engine EG is started when the vehicle is stopped). The clutch CL is engaged after a predetermined time has passed (the timing of the number “4” in FIG. 26). Then, after the elapse of a predetermined time (timing of number “5” in FIG. 26), the EV traveling 2-way clutch CE2W is turned off, and further, after elapse of the predetermined time (timing of number “6” in FIG. 26). The first-speed / shift 2-way clutch C12W is turned off.

  As a result, the power flow of the engine EG becomes the same as before the shift to the EV travel, so that it is possible to return to the 4-speed travel by the normal engine EG drive. Further, when it is necessary to downshift simultaneously with the return to the engine EG drive, such as when the driver performs a kickdown operation, the electronic control unit ECU starts the gear on the first input shaft 11 ( For example, the required rapid acceleration can be met by synchronizing and connecting the input shaft 3rd speed drive gear GI3V) and the first input shaft 11 and then engaging the clutch CL.

  Thus, in the present transmission 1, when returning from the EV traveling state to the traveling by the normal engine EG drive, not only when maintaining constant speed traveling but also when sudden acceleration is required, the output shaft 20 Torque assist can be performed, and the driving force is not interrupted.

  As described above, in the present transmission 1, in addition to the power transmission path in which the power of the engine EG is transmitted from the engine EG → the first input shaft 11 → the first power interrupting mechanism 21 → the counter shaft 18 → the output shaft 20. Engine EG → second input shaft 12 → power transmission mechanism 23 → first intermediate shaft 16 → power adjustment mechanism 24 → second intermediate shaft 17 → second power interrupting mechanism 22 → counter shaft 18 → output shaft 20 Power transmission path. The power adjustment mechanism 24 is connected to the power input mechanism 12 via the second input shaft 12 and the power transmission mechanism 23 in a state where the power transmission from the first input shaft 11 to the counter shaft 18 is interrupted by the first power interrupt mechanism 21. Therefore, the power of the engine EG transmitted to the first intermediate shaft 16 is adjusted and transmitted to the second intermediate shaft 17, so that the engine EG transmits the power to the output shaft 20 even during a shift. The power is not interrupted, and it is possible to eliminate the shortage of torque (torque loss) that tends to occur during gear shifting, as seen in a normal manual automatic transmission (MT). Further, as described above, the transmission 1 has two power transmission paths for transmitting the power of the prime mover EG to the output shaft 20 and performs torque assist during the gear shift with the power of the engine EG. As the motor M used in the power adjustment mechanism 24, a motor having a small driving torque can be used. For this reason, the motor M and the battery B for driving the motor M may be small, and the weight increase can be suppressed and the cost can be reduced. Further, since the motor M can be reduced in size, the vehicle can be easily mounted, and a comfortable shift feeling can be obtained between all the gears.

  Further, as shown in the above-described embodiment, the power adjustment mechanism 24 includes the planetary gear unit PGU and the motor M configured to include the sun gear SG, the ring gear RG, and the planetary carrier PC, and the sun gear SG drives the motor M. If the shaft MS is connected, the first intermediate shaft 16 is connected to the ring gear RG, and the second intermediate shaft 17 is connected to the planetary carrier PC, a large engine EG output can be easily controlled with a small output of the motor M. Therefore, not only the adjustment of the assist torque is very easy, but also the configuration itself can be made very simple.

  Although the preferred implementation of the present invention has been described so far, the scope of the present invention is not limited to that shown in the above-described embodiments. For example, the transmission shown in the above-described embodiment is a forward five-speed reverse one-speed shift, but such a gear configuration is an example and is not limited to the above. Further, the shaft arrangement of the transmission shown in the above-described embodiment is an example, and is not limited to the above-described one. In the above-described embodiment, the power adjustment mechanism 24 includes the planetary gear unit PGU and the motor M configured to include the sun gear SG, the ring gear, and the planetary carrier PC, and the drive shaft MS of the motor M is connected to the sun gear SG. The first intermediate shaft 16 is connected to the ring gear RG and the second intermediate shaft 17 is connected to the planetary carrier PC. This is because the sun gear SG, the ring gear RG and the planetary carrier PC are respectively connected to the first intermediate shaft 16 and the first intermediate shaft 16. Any configuration is possible as long as it is connected to any one of the two intermediate shafts 17 and the drive shaft MS of the motor M, and is not limited to the above-described embodiment.

It is a skeleton figure of the transmission for vehicles concerning one embodiment of the present invention. It is a typical block diagram of the clutch with which the said transmission was equipped, (A) has shown the engagement state of the clutch, (B) has shown the non-engagement state of the clutch. It is a control system related figure of the said transmission. When a vehicle equipped with the above transmission is simply upshifted, the operating state of each part of the transmission, the rotation of the engine, the rotation of the motor, the rotation of the first input shaft, and the rotation of the second intermediate shaft It is the first half of the graph which shows the relationship between vehicle speed. When a vehicle equipped with the above transmission is simply upshifted, the operating state of each part of the transmission, the rotation of the engine, the rotation of the motor, the rotation of the first input shaft, and the rotation of the second intermediate shaft And it is the latter half part of the graph which shows the relationship of a vehicle speed. It is a skeleton figure which shows the power transmission state of the transmission in an auxiliary machine operating state. It is a skeleton figure which shows the power transmission state of the transmission during engine starting. It is a figure which shows the relationship of the rotation direction between each gear of a ring gear, a planetary carrier, and a sun gear at the time of engine starting, and rotation speed. It is a skeleton figure which shows the power transmission state of the transmission at the time of engine drive start. It is a figure which shows the relationship of the rotation direction and rotation speed among each gear of a ring gear, a planetary carrier, and a sun gear at the time of engine drive start of a vehicle. It is a skeleton figure which shows the power transmission state of the transmission at the time of EV start of a vehicle. It is a figure which shows the relationship of the rotation direction and rotation speed among each gear of a ring gear, a planetary carrier, and a sun gear at the time of EV start of a vehicle. It is a skeleton figure which shows the power transmission state of the transmission at the time of 1st speed driving | running | working of a vehicle. It is a figure which shows the relationship of the rotation direction and rotation speed among each gear of a ring gear, a planetary carrier, and a sun gear at the time of 1st speed driving | running | working of a vehicle. It is a skeleton figure which shows the motive power transmission state of the transmission at the time of 1-> 2-speed shifting of the vehicle. It is a skeleton figure which shows the power transmission state of the transmission at the time of 2nd speed driving | running | working of a vehicle. It is a figure which shows the relationship between the rotation direction and rotation speed among each gear of a ring gear, a planetary carrier, and a sun gear at the time of clutch engagement at the time of the shift from 1st speed to 2nd speed. 6 is a graph showing how the output shaft torque is assisted by motor drive force control in the transmission. It is a skeleton figure which shows the power transmission state of the transmission at the time of 2-> 3rd speed shifting of a vehicle. It is a figure which shows the relationship of the rotation direction and rotation speed among each gear of a ring gear, a planetary carrier, and a sun gear at the time of clutch engagement at the time of the shift from 2nd speed to 3rd speed. It is a skeleton figure which shows the power transmission state of the transmission at the time of 3rd speed driving | running | working of a vehicle. It is a skeleton figure which shows the power transmission state of the transmission at the time of reverse drive of a vehicle. The operation state of each part of the transmission when the vehicle equipped with the transmission is running at a constant speed of 5th speed and temporary acceleration is required, and the rotation of the engine, the rotation of the motor, It is a graph which shows the relationship between rotation of a 1st input shaft, rotation of a 2nd intermediate shaft, and vehicle speed. It is a skeleton figure which shows the power transmission state of the transmission at the time of constant speed driving | running | working at the 5th speed. It is a skeleton figure which shows the power transmission state of the transmission at the time of 5-> 3rd speed shift of the vehicle by kickdown operation. When the vehicle equipped with the transmission is driven at the fourth speed by driving the engine and EV travels for a certain period of time, the operating state of each part of the transmission, the rotation of the engine, the rotation of the motor, the first input shaft It is a graph which shows the relationship between rotation, rotation of a 2nd intermediate shaft, and vehicle speed. It is a skeleton figure which shows the power transmission state of the transmission before shifting to EV driving | running | working. It is a skeleton figure which shows the power transmission state of the transmission at the time of EV driving | running | working.

Explanation of symbols

1 Vehicle automatic transmission (Vehicle transmission)
DESCRIPTION OF SYMBOLS 11 1st input shaft 12 2nd input shaft 13 3rd input shaft 16 1st intermediate shaft 17 2nd intermediate shaft 18 Counter shaft 20 Output shaft 21 1st power intermittent mechanism 22 2nd power intermittent mechanism 23 Power transmission mechanism 24 Power adjustment mechanism EG engine CL clutch PGU planetary gear unit SG sun gear PC planetary carrier PG planetary pinion RG ring gear M motor B battery ECU electronic control unit

Claims (2)

A first input shaft to which the power of the prime mover is input via a clutch;
A second input shaft to which rotational power of the prime mover is input without going through the clutch;
A counter shaft provided in parallel with the first input shaft;
A first power interrupting mechanism for transmitting power from the first input shaft to the counter shaft and shutting it off;
An output shaft that is provided in parallel with the counter shaft and outputs the power transmitted to the counter shaft;
A first intermediate shaft and a second intermediate shaft provided in parallel with the second input shaft;
A power transmission mechanism for transmitting power from the second input shaft to the first intermediate shaft;
A second power interrupting mechanism for transmitting and interrupting power from the second intermediate shaft to the counter shaft;
In a state where the power transmission from the first input shaft to the counter shaft is interrupted by the first power interrupt mechanism provided between the first intermediate shaft and the second intermediate shaft, A vehicle having a power adjustment mechanism that adjusts the power of the prime mover transmitted to the first intermediate shaft via the two input shafts and the power transmission mechanism and transmits the power to the second intermediate shaft. Transmission. The power adjustment mechanism includes a planetary gear unit and a motor configured to include a sun gear, a ring gear, and a planetary carrier, and the sun gear, the ring gear, and the planetary carrier are the first intermediate shaft and the second intermediate shaft, respectively. The vehicle transmission according to claim 1, wherein the transmission is connected to any one of a drive shaft of the motor.

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