JP2010162923A - Power transmission device for hybrid vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a power transmission device for a hybrid vehicle efficiently transmitting a driving force from a motor or internal-combustion engine, achieving a compact construction, and reducing manufacturing costs. <P>SOLUTION: The power transmission device for the hybrid vehicle includes a first transmission means having a first input shaft 4; a second transmission means having a second input shaft 5 disposed along the outer periphery of the first input shaft; an input-side transmission member 12 for transmitting power from the internal-combustion engine and power from the motor 3; a first clutch 9 for separatably engaging the input-side transmission member 12 with the first input shaft 4; a second clutch 10 for separatably engaging the input-side transmission member 12 with the second input shaft 5; a third clutch 11 for separatably engaging the internal-combustion engine 2 with the input-side transmission member 12; and an output shaft 8 to which either one of the input shaft 4 and the second input shaft 5 is selectively connected. The first clutch 9, the second clutch 10 and the third clutch 11 are coaxially disposed adjacent to one another. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

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

  Conventionally, as a power transmission device of this type, there are provided a first transmission unit that establishes a plurality of shift stages and a second transmission unit that establishes a plurality of shift stages different from the first transmission unit. A first clutch that connects / disconnects the input shaft of the first transmission means and the power shaft of the internal combustion engine, and connects / disconnects the input shaft of the second transmission means and the power shaft of the internal combustion engine by the second clutch. And the second clutch are adjacent to each other and are accommodated in a rotor of an electric motor (see Patent Document 1). In this configuration, only the input shaft of the first transmission means is connected to the rotor of the electric motor, and the input shaft of the first transmission means and the electric motor cannot be separated. Further, since the driving force of the electric motor is not transmitted to the input shaft of the second speed change means, the motor can be driven and regenerated only at the gear stage established by the first speed change means, and the driving force from the electric motor or the internal combustion engine can be efficiently used. I cannot communicate well.

  Further, in the case where the first clutch and the second clutch are housed in the rotor of the electric motor, each of the first clutch and the second clutch can be connected to the rotor, and the speed stage by the first speed change means and the second speed change are made. There has been proposed one that can be driven or regenerated by an electric motor at any of the shift speeds of the speed change means (see Patent Document 2). This device further includes a third clutch for connecting / disconnecting the rotor of the electric motor and the power shaft of the internal combustion engine, and the driving force from the internal combustion engine is also applied to the input shaft of the first speed change means and the second speed change means. Can be transmitted to the input shaft. However, the third clutch and the rotor are connected by providing an intermediate shaft, and the intermediate shaft and each input shaft have a long shaft length and cannot be configured compactly. For this reason, for example, it has been difficult to place the engine in a relatively narrow engine room of an FF vehicle (with the axial length direction directed in the vehicle width direction).

Japanese Patent Laying-Open No. 2002-89594 (paragraph 0105, FIG. 9) Japanese Patent Laying-Open No. 2005-329813 (paragraph 0011, FIG. 1)

  In view of the above points, the present invention is not only capable of efficiently transmitting driving force from an electric motor or an internal combustion engine, but also can be configured compactly and can reduce manufacturing costs. It is an object of the present invention to provide a power transmission device.

  In order to solve such a problem, the present invention is a power transmission device for a hybrid vehicle including an internal combustion engine and an electric motor, the first transmission means having a first input shaft and establishing a plurality of shift stages, Second transmission means having a hollow second input shaft provided coaxially on the outer periphery of the first input shaft and establishing a plurality of speed stages different from the first transmission means; power from the internal combustion engine and power from the motor Can transmit the input side transmission member, the first clutch that detachably connects the input side transmission member and the first input shaft, and the second that detachably connects the input side transmission member and the second input shaft. A clutch, a third clutch for detachably connecting the internal combustion engine and the input side transmission member, and an output shaft to which one of the first input shaft and the second input shaft is selectively connected. The first clutch, the second clutch and the third clutch. The latches are arranged adjacent to each other on the same axis.

  According to this, the axial length of each axis | shaft can be shortened by making the said 1st clutch, a 2nd clutch, and a 3rd clutch mutually adjoin, and it can comprise very compactly. Therefore, it can be easily installed even if the storage space of the power transmission device in the vehicle is small, and is suitably used when, for example, the engine is placed horizontally (the axial length direction is directed in the vehicle width direction) in an FF type vehicle. can do. Furthermore, since the first clutch, the second clutch, and the third clutch are adjacent to each other, a mechanism for operating the three clutches (for example, a hydraulic circuit and an electric wiring) can be assembled in a small range, and the assembly can be performed. It is also advantageous during manufacturing and maintenance inspections.

  Further, only the internal combustion engine can be disconnected by the third clutch, and when the driving force is obtained by the electric motor, dragging of the stopped internal combustion engine can be prevented and efficient traveling can be performed. Furthermore, since the internal combustion engine that has been stopped can be started by the driving force of the electric motor simply by connecting the third clutch, a starter for starting the internal combustion engine is not required, so the cost can be further reduced and compact. Can be configured. In addition, at this time, if the first clutch and the second clutch are operated to separate the first input shaft and the second input shaft from the input-side transmission member, a driving force is applied to the first transmission device and the second transmission device. It is also possible to start the internal combustion engine without supplying it.

  In the present invention, the input side transmission member is located inside the rotor of the electric motor and is provided integrally with the rotor, and the first clutch, the second clutch, and the third clutch are disposed inside the input side transmission member. Characterized by being contained.

  In order to obtain a relatively large driving force and efficient regeneration, it is conceivable to increase the size of the electric motor. By positioning the first clutch, the second clutch, and the third clutch inside the rotor of the electric motor, A compact configuration can be achieved while obtaining sufficient driving force and regenerative capability.

  In the present invention, each of the first clutch, the second clutch, and the third clutch has a piston that operates by hydraulic pressure, and hydraulic chambers that operate the pistons of the first clutch, the second clutch, and the third clutch. Are integrally provided adjacent to each other in the axial direction.

  Thereby, it is set as the triple wet-type clutch structure which provided the clutch coaxially and integrated, and a compact structure can be obtained by integrating the hydraulic chamber which accommodates the piston of each clutch. In addition, since the sealed hydraulic chambers can be collected in one place without being distributed, the manufacturing cost can be reduced.

  Further, in the present invention, the output shaft is connected to the first input shaft and the second input shaft via a gear train composed of a plurality of gears, and the driving force input from the first input shaft is changed. It is characterized by comprising at least two shared gears shared during transmission and during transmission of a shift of the driving force input from the second input shaft.

  In this manner, at least two common gears of the output shaft are shared by the transmission of the driving force input from the first input shaft and the transmission of the driving force input from the second input shaft. As a result, the number of parts (mainly the number of gears) can be drastically reduced and not only a compact configuration can be achieved, but also the production can be facilitated, so that the production cost can be reduced.

  At this time, a secondary shaft having an idle gear for transmitting the rotation of the second input shaft and disposed in parallel to the second input shaft; and a parallel shaft disposed in parallel to the second input shaft; And an intermediate transmission shaft connected to the auxiliary shaft via the first output shaft and the intermediate transmission shaft. The output shaft is disposed in parallel to the first input shaft and the intermediate transmission shaft, and is connected to the first input shaft and the intermediate transmission shaft. It is connected through a row.

  As described above, the transmission path on the input side is divided into two by the first input shaft of the first transmission means, the second input shaft and the intermediate transmission shaft of the second transmission means, and the output shaft is also shared. As a result, the axial length can be shortened and the number of gears can be reduced. That is, in the apparatus including the first transmission unit and the second transmission unit, for example, a plurality of transmission gears corresponding to each of a plurality of shift stages are arranged on a single input shaft, and a pair of output shafts are provided. In this configuration, the gear stage established by the first transmission means is transmitted to one output shaft, and the gear stage established by the second transmission means is transmitted to the other output shaft. Since a plurality of speed change gears are provided in the axial direction of the input shaft, the shaft length is relatively long. On the other hand, in the present invention, the input shaft is provided separately for each of the transmission gears on the first input shaft of the first transmission means and the second input shaft and the intermediate transmission shaft of the second transmission means. By sharing the output shaft, the shaft length can be shortened and the number of gears can be reduced.

  Further, it is preferable that the second input shaft includes a drive gear that meshes with the idle gear and meshes with a driven gear provided on the output shaft to establish the highest speed stage. Thereby, the number of gears can be further reduced.

  In the present invention, when the vehicle is decelerated during traveling, the internal combustion engine is disconnected by the third clutch and regenerated by the electric motor with the first clutch or the second clutch connected. Thereby, dragging of the internal combustion engine is prevented and efficient regeneration is possible.

  In the present invention, a reverse shaft having a reverse gear and connected to the second input shaft is provided, and the lowest forward speed as one of the plurality of speeds of the first speed change unit is established. A gear train is connected to the first input shaft, and the reverse gear for the reverse shaft is connected to the output shaft via any one of the gear trains that establish the lowest forward vehicle speed stage. Features.

  The reverse shaft is provided with a reverse gear, and the reverse gear is connected to the output shaft via any one of the gear trains that establish the minimum forward vehicle speed stage. When traveling using gears, it is possible to use the gear train at the lowest forward speed at which sufficient torque is generated, and it is possible to obtain a relatively large output used at the start of traveling of the vehicle even in the reverse range.

  In the present invention, one gear of the gear train that establishes the lowest forward speed is connected to the first input shaft via a one-way clutch that engages only in a predetermined rotation direction of the first input shaft. It is provided. According to this, one gear in the gear train that establishes the forward minimum speed stage can be connected to the first input shaft by the high-speed rotation of the first input shaft itself, and the actuator is not required and is compactly configured. be able to.

  Further, in the present invention, when the vehicle is started to run by the output of the electric motor in a state where the internal combustion engine and the input side transmission member are separated by the third clutch, and the output is insufficient, the third clutch Is connected, the internal combustion engine is started with the output of the electric motor, and the vehicle is driven with the output of both the electric motor and the internal combustion engine, thereby enabling efficient traveling.

  According to another aspect of the present invention, there is provided a power transmission device for a hybrid vehicle including an internal combustion engine and an electric motor. The first transmission means includes a first input shaft and establishes a plurality of shift speeds; A second transmission means having a hollow second input shaft provided coaxially on the outer periphery of the input shaft and establishing a plurality of shift stages different from the first transmission means, and a first transmission shaft for transmitting the driving force of the internal combustion engine A second transmission shaft that transmits the driving force of the electric motor, a first clutch that detachably connects the second transmission shaft and the first input shaft, and a second transmission shaft and the second input shaft that can be separated. A second clutch to be connected; a third clutch for detachably connecting the first transmission shaft and the second transmission shaft; and an output shaft to which the first input shaft and the second input shaft are connected; At least one of the first clutch and the second clutch has the same axis as the third clutch It is characterized by being disposed adjacent to each other.

  By arranging at least one of the first clutch and the second clutch adjacent to the third clutch on the same axis, the shaft length of each shaft can be shortened, and the configuration can be made compact. Therefore, it can be easily installed even if the storage space of the power transmission device in the vehicle is small, and is suitably used when, for example, the engine is placed horizontally (the axial length direction is directed in the vehicle width direction) in an FF type vehicle. can do. Further, since either the first clutch or the second clutch is provided adjacent to the third clutch, a mechanism (for example, a hydraulic circuit or an electric wiring) for operating the two clutches is reduced to a small range. It can be put together and is advantageous during assembly manufacturing and maintenance inspection. Further, by making only one of the first clutch and the second clutch adjacent to the third clutch, for example, the first clutch (or the second clutch) and the third clutch are placed inside the rotor of a relatively small electric motor. The second clutch (or the first clutch) can be provided at another position by positioning the clutch, and each clutch can be arranged according to the body shape of the electric motor without increasing the size of the device.

  The output shaft is connected to the first input shaft and the second input shaft through a gear train composed of a plurality of gears, and at the time of transmission of the driving force input from the first input shaft, It is preferable to provide at least one common gear that is shared by the transmission of the driving force input from the second input shaft. As a result, the number of parts (mainly the number of gears) can be drastically reduced, and not only a compact configuration can be achieved, but also the manufacturing can be facilitated, so that the manufacturing cost can be reduced.

  At this time, a secondary shaft having an idle gear for transmitting the rotation of the second input shaft and disposed in parallel to the second input shaft; and a parallel shaft disposed in parallel to the second input shaft; And an intermediate transmission shaft connected to the auxiliary shaft via the first output shaft and the intermediate transmission shaft. The output shaft is disposed in parallel to the first input shaft and the intermediate transmission shaft, and is connected to the first input shaft and the intermediate transmission shaft. The first input shaft includes a plurality of gears that establish a plurality of shift speeds in the first transmission unit, and a connection unit that switches and connects each gear to the first input shaft. The intermediate transmission shaft connected to the second input shaft includes a plurality of gears that establish a plurality of shift speeds in the second transmission means, and other connection means for switching and connecting each gear to the intermediate transmission shaft. The output shaft is positioned at a position corresponding to the connecting means and the other connecting means. Characterized in that it comprises a gear for the final stage output of the output of the drive wheels.

  Usually, the output gear for the final stage is provided at the shaft end of the output shaft. In the present invention, however, a space can be provided between the connecting means and the other connecting means by the above configuration, and the output shaft By providing the final-stage output gear, the shaft length of the output shaft can be shortened and a compact configuration can be achieved.

BRIEF DESCRIPTION OF THE DRAWINGS Explanatory drawing which shows typically the structure of the power transmission device of the hybrid vehicle in 1st Embodiment of this invention. Explanatory drawing which shows the structure of the hydraulic clutch employ | adopted in 1st Embodiment. Explanatory drawing which shows the partial modification of 1st Embodiment. Explanatory drawing which shows typically the structure of the power transmission device of the hybrid vehicle in 2nd Embodiment of this invention.

  FIG. 1 schematically shows a power transmission device 1 for a hybrid vehicle according to a first embodiment of the present invention. As shown in FIG. 1, the power transmission device 1 includes an engine 2 (internal combustion engine) and an electric motor 3 (motor / generator) as driving sources. The power transmission device 1 includes a first input shaft 4, a second input shaft 5, a counter shaft 6, an intermediate transmission shaft 7, and an output shaft 8. Further, the power transmission device 1 is disposed on the same axis line on the engine 2 and the motor 3 side. Are provided with three hydraulic clutches (first hydraulic clutch 9, second hydraulic clutch 10, and third hydraulic clutch 11) that are wet clutches.

  The first hydraulic clutch 9 (first clutch), the second hydraulic clutch 10 (second clutch), and the third hydraulic clutch 11 (third clutch) will be described later in detail, but a single input-side transmission member 12 is provided. The housing includes a friction plate 13, 14, 15 that is housed inside the input-side transmission member 12.

  An electric motor 3 is provided on the outer periphery of the input side transmission member 12. That is, the stator 3a of the electric motor 3 is arranged on the outermost periphery, and the input side transmission member 12 is integrally provided on the inner rotor 3b. Thereby, the input side transmission member 12 rotates the same as the rotor 3b.

  The input side transmission member 12 and the first input shaft 4 are connected and disconnected by the operation of the first hydraulic clutch 9, and the input side transmission member 12 and the second input shaft 5 are connected by the operation of the second hydraulic clutch 10. Is connected / disconnected. Further, the input side transmission member 12 and the engine power shaft 16 of the engine 2 are connected / disconnected by the operation of the third hydraulic clutch 11.

  The first input shaft 4 is connected to the friction plate 13 of the first hydraulic clutch 9, and the input-side transmission member 12 is connected and disconnected by the operation of the first hydraulic clutch 9. The first input shaft 4 includes a first speed drive gear 17, a fifth speed drive gear 18, and a third speed drive gear 19 in order from the first hydraulic clutch 9 side (that is, from the right side in FIG. 1). It is rotatably arranged with respect to the input shaft 4. The first speed drive gear 17 is connected to the first input shaft 4 via the one-way clutch 20. The fifth speed drive gear 18 and the third speed drive gear 19 are switched and connected to the first input shaft 4 by first connection means 21 (synchromesh mechanism) that is operated by hydraulic pressure. The first connecting means 21 connects either the fifth speed driving gear 18 or the third speed driving gear 19 to the first input shaft 4, but in the neutral position, the first speed driving gear 18, the third speed driving gear 19, Are separated from the first input shaft 4.

  The second input shaft 5 is formed hollow and is provided on the outer periphery of the first input shaft 4, and is rotatable independently of the first input shaft 4. The second input shaft 5 is connected to the friction plate 14 of the second hydraulic clutch 10, and the input-side transmission member 12 is connected / disconnected by the operation of the second hydraulic clutch 10. The second input shaft 5 is integrally provided with a 6-speed drive gear 22.

  The countershaft 6 is rotatably provided in parallel with the second input shaft 5, and is provided with an idle gear 23 and a reverse drive gear 24 (reverse drive gear). The idle gear 23 always meshes with the sixth speed drive gear 22 of the second input shaft 5. The reverse drive gear 24 is connected to and disconnected from the sub shaft 6 by second connection means 25 (such as a chamfer or synchromesh mechanism) that is operated by hydraulic pressure.

  The intermediate transmission shaft 7 is rotatably provided in parallel to the auxiliary shaft 6. In the intermediate transmission shaft 7, a connecting gear 26, a second speed drive gear 27, and a fourth speed drive gear 28 are disposed in order from the right side in FIG. 1. The connecting gear 26 is provided integrally with the intermediate transmission shaft 7, and always meshes with the idle gear 23 of the auxiliary shaft 6. In FIG. 1, for convenience of explanation, the auxiliary shaft 6 and the intermediate transmission shaft 7 are shown separated in plan view, but in actuality, the auxiliary shaft 6 and the intermediate transmission shaft 7 are on the back side of FIG. Located next to each other. The 2nd speed drive gear 27 and the 4th speed drive gear 28 are provided so as to be rotatable with respect to the intermediate transmission shaft 7, respectively, and are driven by third connection means 29 (synchromesh mechanism) operated by hydraulic pressure. The intermediate transmission shaft 7 is switched and connected. The third connection means 29 connects either the second speed drive gear 27 or the fourth speed drive gear 28 to the intermediate transmission shaft 7, but in the neutral position, the second speed drive gear 27 and the fourth speed drive gear 28 are connected to each other. Both are separated from the intermediate transmission shaft 7.

  The output shaft 8 is rotatably provided in parallel to the first input shaft 4 and the intermediate transmission shaft 7. The output shaft 8 includes, in order from the right side in FIG. 1, a final reduction drive gear 30, a sixth speed driven gear 31, a first shared driven gear 32 (shared gear), a fifth speed driven gear 33, and a second shared driven gear 34 ( A common gear) is provided. Although not shown, the final reduction drive gear 30 meshes with the final reduction driven gear of the differential gear mechanism, and drives the drive wheels of the vehicle via this differential gear mechanism. The sixth speed driven gear 31 is always meshed with the sixth speed drive gear 22 of the second input shaft 5. Further, the 6-speed driven gear 31 is connected / disconnected to / from the output shaft 8 by the fourth connecting means 35 (synchromesh mechanism) operated by the oil pressure. The fifth speed driven gear 33 always meshes with the fifth speed drive gear 18 of the first input shaft 4.

  The first shared driven gear 32 is always meshed with the first speed drive gear 17 of the first input shaft 4, is always meshed with the second speed drive gear 27 of the intermediate transmission shaft 7, and further, the reverse drive gear 24 of the auxiliary shaft 6 is engaged. Always mesh. The second shared driven gear 34 always meshes with the third speed drive gear 19 of the first input shaft 4 and always meshes with the fourth speed drive gear 28 of the intermediate transmission shaft 7. In this way, the first common driven gear 32 is shared as the driven gears of the first speed drive gear 17, the second speed drive gear 27, and the reverse drive gear 24, and the third speed drive gear 19 and the fourth speed drive gear 28. Since the second shared driven gear 34 is shared as each driven gear, the number of parts (mainly the number of gears) can be drastically reduced and a compact configuration can be achieved.

  The gear train including the first speed drive gear 17, the fifth speed drive gear 18, the third speed drive gear 19, the fifth speed driven gear 33, the first shared driven gear 32, and the second shared driven gear 34 is the first gear L (Minimum forward speed) 3rd speed III, 5th speed V The 1st transmission means in this invention for establishing is comprised. Further, it comprises a sixth speed drive gear 22, an idle gear 23, a connection gear 26, a second speed drive gear 27, a fourth speed drive gear 28, a sixth speed driven gear 31, a first shared driven gear 32, and a second shared driven gear 34. The gear train constitutes the second speed change means in the present invention for establishing the second speed stage II, the fourth speed stage IV, and the sixth speed stage VI.

  Here, the configuration and operation of the first hydraulic clutch 9, the second hydraulic clutch 10, and the third hydraulic clutch 11 will be described in detail with reference to FIG. The first hydraulic clutch 9 is a friction plate formed by a hydraulic chamber 36 formed inside the input-side transmission member 12 and hydraulic pressure supplied from a hydraulic supply / discharge port 37 via an oil passage 38 inside the first input shaft 4. And a piston 40 that presses 13 against the engaging wall 39. The second hydraulic clutch 10 includes a hydraulic chamber 41 formed inside the input side transmission member 12 and a hydraulic supply / discharge port 42 provided in the input side transmission member 12 extending along the outer periphery of the second input shaft 5. And a piston 43 that presses the friction plate 14 against the engaging wall 39 by the hydraulic pressure from. The third hydraulic clutch 11 includes a hydraulic chamber 44 formed in the input side transmission member 12 and a hydraulic supply / discharge port provided in the input side transmission member 12 extending along the outer periphery of the engine power shaft 16. And a piston 47 that presses the friction plate 15 against the engagement wall 46 by the hydraulic pressure from 45. In this way, the three hydraulic clutches 9, 10, and 11 are integrally configured by the input side transmission member 12, so that not only can it be made extremely compact, but also the pistons 40, 43, and 47 can be operated. The hydraulic circuit can be concentrated in one place, and the cost can be reduced.

  In the power transmission device 1 having the above-described configuration, setting of each gear position and its power transmission path will be described. The power transmission device 1 separates the engine power shaft 16 from the input-side transmission member 12 by the third hydraulic clutch 11 when driven by only the electric motor 3 when establishing each gear. When the engine 2 is driven only by the engine 2 or the engine 2 and the electric motor 3, the input side transmission member 12 and the engine power shaft 16 are connected by the third hydraulic clutch 11. In this way, when driven by the electric motor 3 alone, the input side transmission member 12 and the engine power shaft 16 can be separated from each other to prevent the engine 2 from dragging. Further, when the input side transmission member 12 and the engine power shaft 16 are connected by the third hydraulic clutch 11 while being driven only by the electric motor 3, the rotation of the electric motor 3 is transmitted to the stopped engine 2 to cause the engine to rotate. 2 can be started, for example, an engine starter is not required. Even when the driving force due to the electric motor 3 alone is insufficient, the engine 2 can be started smoothly and the driving force can be easily increased by simply connecting and operating the third hydraulic clutch 11. Further, when regeneration by the electric motor 3 is performed at the time of deceleration of the vehicle, the first hydraulic clutch 9 or the second hydraulic clutch 10 is connected and operated according to the vehicle speed stage at which regeneration is performed, and the third hydraulic clutch 11 is disconnected and operated. Thus, the engine 2 can be separated and efficient regeneration can be performed.

  When the input side transmission member 12 is rotationally driven by one or both of the electric motor 3 and the engine 2, the six shift stages (first speed L, second speed II, third speed III, The speed stage IV, the fifth speed stage V, and the sixth speed stage VI) and the reverse range R will be described.

  The first gear L is set by connecting and operating the first hydraulic clutch 9 (the second hydraulic clutch 10 is disengaged) and connecting the first input shaft 4 to the input-side transmission member 12. The rotational driving force transmitted from the input-side transmission member 12 to the first input shaft 4 is generated by the one-speed drive gear 17 connected to the first input shaft 4 by the one-way clutch 20 and the first common driven gear 32 meshed with the first-speed drive gear 17. Is transmitted to the output shaft 8 via As a result, the driving force by the first gear L is output via the final reduction drive gear 30.

  In the second speed stage II, the third connecting means 29 is moved to the right in the drawing to connect the second speed driving gear 27 to the intermediate transmission shaft 7, and then the second hydraulic clutch 10 is connected and operated (the first hydraulic clutch 9 is It is set by connecting the second input shaft 5 to the input side transmission member 12. The rotational driving force transmitted from the input side transmission member 12 to the second input shaft 5 is first transmitted to the idle gear 23 that meshes with the 6th-speed drive gear 22 and further coupled to the idle gear 23. 26. Then, the intermediate transmission shaft 7 is rotationally driven, and this rotational driving force is transmitted to the output shaft 8 through the second speed drive gear 27 and the first shared driven gear 32 meshed therewith. As a result, the driving force by the second speed stage II is output via the final reduction drive gear 30.

  In the third speed III, the first connecting means 21 is moved to the left in the drawing to connect the third speed drive gear 19 to the first input shaft 4, and then the first hydraulic clutch 9 is connected (second hydraulic clutch 10). Is set in a disconnected state) by connecting the first input shaft 4 to the input-side transmission member 12. The rotational driving force transmitted from the input-side transmission member 12 to the first input shaft 4 is transmitted to the third-speed drive gear 19 connected to the first input shaft 4 by the first connecting means 21 and the second common driven gear meshing with the third-speed drive gear 19. It is transmitted to the output shaft 8 via the gear 34. As a result, the driving force of the third speed stage III is output via the final reduction driving gear 30.

  In the fourth speed stage IV, the third connecting means 29 is moved to the left in the drawing to connect the fourth speed drive gear 28 to the intermediate transmission shaft 7, and then the second hydraulic clutch 10 is connected and operated (the first hydraulic clutch 9 is It is set by connecting the second input shaft 5 to the input side transmission member 12. The rotational driving force transmitted from the input side transmission member 12 to the second input shaft 5 is first transmitted to the idle gear 23 that meshes with the 6th-speed drive gear 22 and further coupled to the idle gear 23. 26, the intermediate transmission shaft 7 is rotationally driven. This rotational driving force is transmitted to the output shaft 8 through the fourth speed driving gear 28 and the second shared driven gear 34 meshing therewith. As a result, the driving force by the fourth speed stage IV is output via the final reduction drive gear 30.

  The fifth speed stage V moves the first connecting means 21 to the right in the drawing to connect the fifth speed drive gear 18 to the first input shaft 4 and then operates to connect the first hydraulic clutch 9 (second hydraulic clutch 10). Is set in a disconnected state) by connecting the first input shaft 4 to the input-side transmission member 12. The rotational driving force transmitted from the input-side transmission member 12 to the first input shaft 4 includes a fifth speed drive gear 18 connected to the first input shaft 4 by the first connection means 21 and a fifth speed driven gear meshing with the fifth speed drive gear 18. 33 to the output shaft 8. As a result, the driving force by the fifth speed V is output through the final reduction drive gear 30.

  The sixth speed stage VI operates the fourth connecting means 35 to connect the sixth speed driven gear 31 to the output shaft 8 and then operates to connect and operate the second hydraulic clutch 10 (the first hydraulic clutch 9 is disconnected). ), By connecting the second input shaft 5 to the input side transmission member 12. The rotational driving force transmitted from the input side transmission member 12 to the second input shaft 5 is transmitted to the output shaft 8 through the sixth speed driving gear 22 and the sixth speed driven gear 31 meshing with the sixth speed driving gear 22. As a result, the driving force by the sixth speed VI is output via the final reduction drive gear 30.

  The reverse range R is operated by operating the second connecting means 25 to connect the reverse drive gear 24 to the countershaft 6 and connecting and operating the second hydraulic clutch 10 (the first hydraulic clutch 9 is disengaged). It is set by connecting the second input shaft 5 to the side transmission member 12. The rotational driving force transmitted from the input side transmission member 12 to the second input shaft 5 is transmitted to the idle gear 23 meshed therewith via the 6-speed drive gear 22, and the auxiliary shaft 6 is rotationally driven. This rotational driving force is transmitted to the output shaft 8 via the reverse drive gear 24 and the first shared driven gear 32 meshing therewith. As a result, the driving force in the reverse range R is output via the final reduction driving gear 30.

  Here, in the configuration shown in FIG. 1, the first shared driven gear 32 is fixed to the output shaft 8, and the first shared driven gear 32 and the output shaft 8 always rotate integrally. However, as shown in FIG. 3, the first shared driven gear 32 is rotatably provided on the output shaft 8, and the first shared driven gear 32 and the sixth speed driven gear 31 are connected to the fourth connecting means 35 ( The output shaft 8 may be switched and connected by a synchromesh mechanism. In this case, the first shared driven gear 32 and the output shaft 8 can be disconnected at speeds other than the first speed L, the second speed II, and the reverse range R, that is, at the third speed III to sixth speed VI. Therefore, it is possible to reduce the load caused by unnecessary rotation of the first shared driven gear 32 and to transmit the driving force efficiently. In the configuration shown in FIG. 3, the configuration and operation other than the fourth connection means 35 are the same as those shown in FIG.

  Next, a power transmission device 50 for a hybrid vehicle according to a second embodiment of the present invention will be described with reference to FIG. As shown in FIG. 4, the power transmission device 50 includes an engine 51 (internal combustion engine) and an electric motor 52 (motor / generator) as driving sources, and includes a first input shaft 53, a second input shaft 54, and a countershaft 55. The intermediate transmission shaft 56 and the output shaft 57 are provided. A first power shaft 58 (the engine power shaft 16 in the first embodiment) extends from the engine 51 and passes through the hollow first input shaft 53 and the hollow second input shaft 54 in the axial direction. A power shaft 59 is provided. Furthermore, a first hydraulic clutch 60 and a third hydraulic clutch 62 are provided adjacent to each other on the same axis on the engine 51 and electric motor 52 side, and the engine 51 and the electric motor 52 are connected to each other via a second power shaft 59. A second hydraulic clutch 61 is provided on the opposite side.

  The first hydraulic clutch 60 (first clutch) and the third hydraulic clutch 62 (third clutch) use the first input side transmission member 63 as a housing, and a friction plate 64 accommodated inside the first input side transmission member 63. , 65. The second hydraulic clutch 61 (second clutch) includes a friction plate 67 housed in the second input side transmission member 66 with the second input side transmission member 66 as a housing. The second input side transmission member 66 is connected to the second input shaft 54.

  An electric motor 52 is provided on the outer periphery of the first input side transmission member 63. That is, the stator 52a of the electric motor 52 is arranged on the outermost periphery, and the first input side transmission member 63 is integrally provided on the inner rotor 52b. Thereby, the 1st input side transmission member 63 rotates the same as the rotor 52b. One end of the second power shaft 59 is connected to the axis of the internal partition wall 68 of the first input transmission member 63, and the friction plate 67 is connected to the other end.

  The first input shaft 53 is connected to the friction plate 64 of the first hydraulic clutch 60, and the first input-side transmission member 63 is connected / disconnected by the operation of the first hydraulic clutch 60. The first input shaft 53 includes a first speed drive gear 69, a fifth speed drive gear 70, and a third speed drive gear 71 in order from the opposite side of the first hydraulic clutch 60 (that is, in order from the left side in FIG. 4). The first input shaft 53 is rotatably arranged. The first speed drive gear 69 is connected to the first input shaft 53 via the one-way clutch 72. The fifth speed drive gear 70 and the third speed drive gear 71 are switched and connected to the first input shaft 53 by first connection means 73 (synchromesh mechanism) that is operated by hydraulic pressure. The first connecting means 73 connects one of the fifth speed driving gear 70 and the third speed driving gear 71 to the first input shaft 53, but the fifth speed driving gear 70, the third speed driving gear 71, and the like in the neutral position. Are separated from the first input shaft 53.

  The second input shaft 54 is connected to the friction plate 67 of the second hydraulic clutch 61, and is connected to and disconnected from the second power shaft 59 via the second input side transmission member 66 by the operation of the second hydraulic clutch 61. Is done. The second input shaft 54 is integrally provided with a 6-speed drive gear 74.

  The sub-shaft 55 is rotatably provided in parallel to the second input shaft 54, and is provided with an idle gear 75 and a reverse drive gear 76 (reverse gear). The idle gear 75 always meshes with the sixth speed drive gear 74 of the second input shaft 54. The reverse drive gear 76 is connected / disconnected to / from the auxiliary shaft 55 by the second connecting means 77 (synchromesh mechanism) operated by hydraulic pressure.

  The intermediate transmission shaft 56 is rotatably provided in parallel to the sub shaft 55. A connecting gear 78, a second speed drive gear 79, and a fourth speed drive gear 80 are disposed on the intermediate transmission shaft 56 in order from the left side in FIG. The connection gear 78 is provided integrally with the intermediate transmission shaft 56, and always meshes with the idle gear 75 of the sub shaft 55. In FIG. 4, for convenience of explanation, the sub shaft 55 and the intermediate transmission shaft 56 are shown in plan view apart from each other. However, in actuality, the sub shaft 55 and the intermediate transmission shaft 56 are on the back side in FIG. Located next to each other. Each of the second speed drive gear 79 and the fourth speed drive gear 80 is rotatably provided with respect to the intermediate transmission shaft 56, and is driven by third connection means 81 (synchromesh mechanism) that is operated by hydraulic pressure. The intermediate transmission shaft 56 is switched and connected. The third connecting means 81 connects either the second speed driving gear 79 or the fourth speed driving gear 80 to the intermediate transmission shaft 56, but in the neutral position, the second speed driving gear 79 and the fourth speed driving gear 80 are connected to each other. Both are separated from the intermediate transmission shaft 56.

  The output shaft 57 is rotatably provided in parallel to the first input shaft 53 and the intermediate transmission shaft 56. The output shaft 57 includes, in order from the left side in FIG. 4, a sixth speed driven gear 82, a first shared driven gear 83 (shared gear), a fifth speed driven gear 84, a final reduction drive gear 85 (final output gear), A second shared driven gear 86 (shared gear) is disposed. The sixth speed driven gear 82 always meshes with the sixth speed drive gear 74 of the second input shaft 54. The first common driven gear 83 is always meshed with the first speed drive gear 69 of the first input shaft 53, is always meshed with the second speed drive gear 79 of the intermediate transmission shaft 56, and further, the reverse drive gear 76 of the auxiliary shaft 55 is engaged. Always mesh. Each of the 6-speed driven gear 82 and the first shared driven gear 83 is provided so as to be rotatable with respect to the output shaft 57, and is driven by fourth connecting means 87 (synchromesh mechanism) that is operated by hydraulic pressure. The output shaft 57 is switched and connected. The fourth connecting means 87 connects either the sixth speed driven gear 82 or the first shared driven gear 83 to the output shaft 57, but in the neutral position, the sixth speed driven gear 82 and the first shared driven gear 83 Are separated from the output shaft 57. The fifth speed driven gear 84 always meshes with the fifth speed drive gear 70 of the first input shaft 53.

  Although not shown, the final reduction drive gear 85 meshes with the final reduction driven gear of the differential gear mechanism, and drives the drive wheels of the vehicle via this differential gear mechanism. The second shared driven gear 86 always meshes with the third speed drive gear 71 of the first input shaft 53 and always meshes with the fourth speed drive gear 80 of the intermediate transmission shaft 56.

  The final reduction drive gear 85 has an output shaft corresponding to a space formed between the first connection means 73 (connection means in the present invention) and the third connection means 81 (other connection means in the present invention). 57. As a result, the final reduction drive gear 85 is provided using the space formed between the first input shaft 53 and the intermediate transmission shaft 56, and the overall length can be further reduced, so that it can be configured to be lightweight and compact.

  The first common driven gear 83 is shared as the driven gears of the first speed drive gear 69, the second speed drive gear 79, and the reverse drive gear 76, and the third speed drive gear 71 and the fourth speed drive gear 80 are driven. Since the second shared driven gear 86 is shared as a gear, the number of parts (mainly the number of gears) can be drastically reduced and a compact configuration can be achieved.

  The gear train including the first speed driving gear 69, the fifth speed driving gear 70, the third speed driving gear 71, the fifth speed driven gear 84, the first shared driven gear 83, and the second shared driven gear 86 is the first speed L (Minimum forward speed) 3rd speed III, 5th speed V The 1st transmission means for establishing is comprised. Further, it comprises a sixth speed drive gear 74, an idle gear 75, a connection gear 78, a second speed drive gear 79, a fourth speed drive gear 80, a sixth speed driven gear 82, a first shared driven gear 83, and a second shared driven gear 86. The gear train constitutes second speed change means for establishing the second speed stage II, the fourth speed stage IV, and the sixth speed stage VI.

  In the power transmission device 50 according to the second embodiment having the above-described configuration, setting of each gear position and its power transmission path will be described. The power transmission device 50 separates the first power shaft 58 from the first input-side transmission member 63 by the third hydraulic clutch 62 when driven by only the electric motor 52 when establishing each gear. When the engine 51 alone or the engine 51 and the electric motor 52 are used for driving, the third hydraulic clutch 62 connects the first input side transmission member 63 and the first power shaft 58. By so doing, when driven by the electric motor 52 alone, the first input side transmission member 63 and the first power shaft 58 can be separated to prevent the engine 51 from dragging. Further, when the first input side transmission member 63 and the first power shaft 58 are connected by the third hydraulic clutch 62 while being driven only by the electric motor 52, the rotation of the electric motor 52 is transmitted to the stopped engine 51. Thus, the engine 51 can be started. For example, an engine starter becomes unnecessary. Even if the driving force by only the electric motor 52 is insufficient, the engine 51 can be started smoothly and the driving force can be easily increased only by connecting and operating the third hydraulic clutch 62.

  When the first input side transmission member 63 and the second power shaft 59 are rotationally driven by one or both of the electric motor 52 and the engine 51, there are six shift stages (first speed L, second speed) in the forward range. II, 3rd speed III, 4th speed IV, 5th speed V, and 6th speed VI) and reverse range R will be described.

  The first gear L moves the fourth connecting means 87 to the right in the drawing to connect the first shared driven gear 83 to the output shaft 57 and to connect and operate the first hydraulic clutch 60 (the second hydraulic clutch 61 is disconnected). It is set by connecting the first input shaft 53 to the first input side transmission member 63. The rotational driving force transmitted from the first input-side transmission member 63 to the first input shaft 53 is coupled to the first speed drive gear 69 connected to the first input shaft 53 by the one-way clutch 72, and the first common driven gear meshing with the first-speed drive gear 69 It is transmitted to the output shaft 57 via the gear 83. As a result, the driving force by the first gear L is output via the final reduction drive gear 85.

  The second speed stage II maintains the connection of the first shared driven gear 83 to the output shaft 57 by the fourth connecting means 87, and the third connecting means 81 is moved to the left in the drawing so that the intermediate transmission shaft 56 moves to the second speed. The drive gear 79 is connected, then the second hydraulic clutch 61 is connected and operated (the first hydraulic clutch 60 is disengaged), and the second input is transmitted to the second power shaft 59 via the second input side transmission member 66. It is set by connecting the shaft 54. The rotational driving force transmitted from the second power shaft 59 that rotates integrally with the first input side transmission member 63 to the second input shaft 54 is first applied to the idle gear 75 meshed therewith via the 6-speed drive gear 74. Then, it is further transmitted to the connecting gear 78 that meshes with the idle gear 75. Then, the intermediate transmission shaft 56 is rotationally driven, and this rotational driving force is transmitted to the output shaft 57 via the second speed drive gear 79 and the first shared driven gear 83 meshing therewith. As a result, the driving force generated by the second speed stage II is output via the final reduction drive gear 85.

  In the third speed III, the first connecting means 73 is moved to the right in the drawing to connect the third speed driving gear 71 to the first input shaft 53, and then the first hydraulic clutch 60 is connected (second hydraulic clutch 61). Is set in a disconnected state) by connecting the first input shaft 53 to the first input side transmission member 63. The rotational driving force transmitted from the first input-side transmission member 63 to the first input shaft 53 is engaged with the third-speed drive gear 71 connected to the first input shaft 53 by the first connecting means 73 and the second gear meshing with this. It is transmitted to the output shaft 57 via the shared driven gear 86. As a result, the driving force by the third speed stage III is output via the final reduction drive gear 85.

  In the fourth speed stage IV, the third connecting means 81 is moved rightward in the drawing to connect the fourth speed drive gear 80 to the intermediate transmission shaft 56, and then the second hydraulic clutch 61 is connected and operated (the first hydraulic clutch 60 is This is set by connecting the second input shaft 54 to the second power shaft 59 via the second input side transmission member 66. The rotational driving force transmitted from the second power shaft 59 that rotates integrally with the first input-side transmission member 63 to the second input shaft 54 is transmitted to the idle gear 75 that meshes therewith via the 6-speed drive gear 74. Further, the intermediate transmission shaft 56 is driven to rotate by being transmitted to the connection gear 78 meshing with the idle gear 75. This rotational driving force is transmitted to the output shaft 57 through the fourth speed driving gear 80 and the second shared driven gear 86 meshing therewith. As a result, the driving force by the fourth speed stage IV is output via the final reduction drive gear 85.

  The fifth speed stage V moves the first connecting means 73 to the left in the drawing to connect the fifth speed drive gear 70 to the first input shaft 53, and then operates the first hydraulic clutch 60 to be connected (second hydraulic clutch 61). Is set in a disconnected state) by connecting the first input shaft 53 to the first input side transmission member 63. The rotational driving force transmitted from the first input side transmission member 63 to the first input shaft 53 is coupled to the fifth speed drive gear 70 connected to the first input shaft 53 by the first connecting means 73 and the fifth speed meshing with this. It is transmitted to the output shaft 57 via the driven gear 84. As a result, the driving force by the fifth speed V is output via the final reduction drive gear 85.

  The sixth speed stage VI moves the fourth connecting means 87 to the left in the drawing to connect the sixth speed driven gear 82 to the output shaft 57 and then connects and operates the second hydraulic clutch 61 (the first hydraulic clutch 60 is disconnected). In this state, the second input shaft 54 is connected to the second power shaft 59 via the second input side transmission member 66. The rotational driving force transmitted from the second power shaft 59 that rotates integrally with the first input-side transmission member 63 to the second input shaft 54 is transmitted via a 6-speed drive gear 74 and a 6-speed driven gear 82 that meshes therewith. Is transmitted to the output shaft 57. As a result, the driving force by the sixth speed VI is output via the final reduction drive gear 85.

  In the reverse range R, the second connecting means 77 is operated to connect the reverse drive gear 76 to the countershaft 55, and then the second hydraulic clutch 61 is connected and operated (the first hydraulic clutch 60 is disengaged). It is set by connecting the second input shaft 54 to the second power shaft 59 via the second input side transmission member 66. The rotational driving force transmitted from the second power shaft 59 to the second input shaft 54 is transmitted to the idle gear 75 meshed therewith via the 6-speed drive gear 74, and the auxiliary shaft 55 is rotationally driven. This rotational driving force is transmitted to the output shaft 57 via the reverse driving gear 76 and the first shared driven gear 83 meshing therewith. As a result, the driving force by the fourth speed stage IV is output via the final reduction drive gear 85.

  DESCRIPTION OF SYMBOLS 1,50 ... Power transmission device, 2,51 ... Engine (internal combustion engine), 3,52 ... Electric motor, 3b, 52b ... Rotor, 4,53 ... First input shaft, 5,54 ... Second input shaft, 6, 55 ... second shaft, 8,57 ... output shaft, 9,60 ... first hydraulic clutch (first clutch), 10,61 ... second hydraulic clutch (second clutch), 11,62 ... third hydraulic clutch (first 3 clutch), 12, 63 ... input side transmission member, 20, 72 ... one-way clutch, 24, 76 ... reverse drive gear (reverse drive gear), 32, 83 ... first common driven gear (common gear), 34, 86 ... Second shared driven gear (shared gear), 36, 41, 44 ... Hydraulic chamber, 40, 43, 47 ... Piston, 58 ... First transmission shaft (first power shaft), 59 ... Second transmission shaft (second Power shaft), 73 ... 1st connection means (connection means), 81 ... 3rd connection means ( Connecting means), 85 ... final reduction drive gear (gear for the final stage output).

Claims (13)

A power transmission device for a hybrid vehicle including an internal combustion engine and an electric motor,
A first transmission means having a first input shaft to establish a plurality of shift speeds and a hollow second input shaft provided coaxially on the outer periphery of the first input shaft, and different from the first transmission means A second transmission means for establishing a shift stage, an input side transmission member capable of transmitting power from the internal combustion engine and power from the electric motor, and a first input for detachably connecting the input side transmission member and the first input shaft; A clutch, a second clutch for releasably connecting the input side transmission member and the second input shaft, a third clutch for releasably connecting the internal combustion engine and the input side transmission member, a first input shaft and a second An output shaft to which one of the input shafts is selectively connected,
The power transmission device for a hybrid vehicle, wherein the first clutch, the second clutch, and the third clutch are disposed adjacent to each other on the same axis.   The input-side transmission member is located inside the rotor of the electric motor and is provided integrally with the rotor, and the first clutch, the second clutch, and the third clutch are accommodated inside the input-side transmission member. The power transmission device for a hybrid vehicle according to claim 1.   The first clutch, the second clutch, and the third clutch all have pistons that are operated by hydraulic pressure, and hydraulic chambers that operate the pistons of the first clutch, the second clutch, and the third clutch are adjacent to each other in the axial direction. 3. The power transmission device for a hybrid vehicle according to claim 1, wherein the power transmission device is provided integrally.   The output shaft is connected to the first input shaft and the second input shaft through a gear train composed of a plurality of gears, and when the transmission of the driving force input from the first input shaft is transmitted, The power transmission device for a hybrid vehicle according to any one of claims 1 to 3, further comprising at least two common gears that are shared by the transmission transmission of the driving force input from the two input shafts.   A countershaft having an idle gear for transmitting the rotation of the second input shaft and disposed in parallel to the second input shaft; and a parallel shaft disposed in parallel to the second input shaft, via the idle gear. An intermediate transmission shaft connected to the auxiliary shaft, and the output shaft is disposed in parallel to the first input shaft and the intermediate transmission shaft, and a gear train is interposed between the first input shaft and the intermediate transmission shaft. The power transmission device for a hybrid vehicle according to claim 4, wherein the power transmission device is connected.   The hybrid vehicle according to claim 5, wherein the second input shaft includes a drive gear that meshes with the idle gear and meshes with a driven gear provided on the output shaft to establish the highest speed stage. Power transmission device.   7. The method according to claim 1, wherein when the vehicle is decelerated during traveling of the vehicle, the internal combustion engine is disconnected by the third clutch, and is regenerated by an electric motor with the first clutch or the second clutch in a connected state. A power transmission device for a hybrid vehicle. A countershaft having a reverse gear and connected to the second input shaft;
A gear train that establishes the lowest forward speed as one of the plurality of speed stages of the first speed change means is connected to the first input shaft;
The reverse gear of the auxiliary shaft is connected to the output shaft through any one of gear trains that establish a forward minimum vehicle speed stage. A power transmission device for a hybrid vehicle according to the item.   One gear of the gear train that establishes the lowest forward speed is provided on the first input shaft via a one-way clutch that engages only in a predetermined rotation direction of the first input shaft. The power transmission device for a hybrid vehicle according to claim 1, wherein the power transmission device is a hybrid vehicle.   When the internal combustion engine and the input-side transmission member are separated by the third clutch, the vehicle starts to run by the output of the electric motor, and when the output is insufficient, the third clutch is connected to output the electric motor. The power transmission device for a hybrid vehicle according to any one of claims 1 to 9, wherein the internal combustion engine is started and the vehicle is driven by outputs of both the electric motor and the internal combustion engine. A power transmission device for a hybrid vehicle including an internal combustion engine and an electric motor,
A first transmission means having a first input shaft to establish a plurality of shift speeds and a hollow second input shaft provided coaxially on the outer periphery of the first input shaft, and different from the first transmission means The second speed change means for establishing the gear stage, the first transmission shaft for transmitting the driving force of the internal combustion engine, the second transmission shaft for transmitting the driving force of the electric motor, the second transmission shaft and the first input shaft are separated. A first clutch that is freely connected, a second clutch that is detachably connected to the second transmission shaft and the second input shaft, and a third clutch that is detachably connected to the first transmission shaft and the second transmission shaft And an output shaft to which the first input shaft and the second input shaft are connected,
A power transmission apparatus for a hybrid vehicle, wherein at least one of the first clutch and the second clutch is disposed adjacent to the third clutch on the same axis.   The output shaft is connected to the first input shaft and the second input shaft via a gear train composed of a plurality of gears, and when the transmission of the driving force input from the first input shaft is transmitted, 12. The power transmission device for a hybrid vehicle according to claim 11, further comprising at least one shared gear that is shared between transmission of the driving force input from the two input shafts. A countershaft having an idle gear for transmitting the rotation of the second input shaft and disposed in parallel to the second input shaft; and a parallel shaft disposed in parallel to the second input shaft, via the idle gear. An intermediate transmission shaft connected to the auxiliary shaft, and the output shaft is disposed in parallel to the first input shaft and the intermediate transmission shaft, and a gear train is interposed between the first input shaft and the intermediate transmission shaft. Connected,
The first input shaft includes a plurality of gears that establish a plurality of shift speeds in the first transmission unit, and a connection unit that switches and connects each gear to the first input shaft,
The intermediate transmission shaft connected to the second input shaft includes a plurality of gears that establish a plurality of shift speeds in the second transmission means, and other connection means for switching and connecting each gear to the intermediate transmission shaft. Prepared,
The power of the hybrid vehicle according to claim 11 or 12, wherein the output shaft includes a final-stage output gear that outputs to a driving wheel of the vehicle at a position corresponding to the connection means and the other connection means. Transmission device.

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